RAILROAD  STRUCTURES 
AND  ESTIMATES 


BY 

J.  W.  ORROCK 

r   f 

M.  GAIT.  Soc.  C.  EM  MEM.  AM.  BY.  ENO.  Assoc. 
PHOT.  ASST.  EXGEHEEB  C.  P.  R. 


SECOND  EDITION,  FULLY  REVISED 


NEW  YORK 

JOHN  WILEY   &  SONS,  INC. 

LOICDOM:  CHAPMAN  &  HALL,    LIMITED 
1918 


I 

The  publishers  and  author  will  be  grateful  to  readers  who  will  kindly  call 
attention  to  any  errors  in  this  yolume. 


COPYBIGHT,  1909,  1918, 

BT 

J.  W.  ORROCK 


Stanbope  S>rws 

F.    H.GILSON   COMPANT 
BOSTON,  U.S.A. 


382061 


NOTE 

THE  prices  given  in  this  book  are  those  which  ruled  in 
normal  times,  that  is  previous  to  1915-16. 

There  are  no  prices  at  the  present  time  that  would  be 
of  any  value  for  comparative  purposes. 


PREFACE  TO  THE  SECOND  EDITION. 

THE  chapters  of  this  book  have  been  rearranged  to  conform, 
as  near  as  may  be,  with  the  classification  of  accounts  as  pre- 
scribed by  the  Interstate  Commerce  Commission,  issue  of  1914; 
there  has  also  been  added  a  large  amount  of  new  material  and 
wherever  possible  the  unit  cost  or  an  estimate  is  given  for  all 
items  of  track  work,  track  structures  and  buildings.  A  feature  has 
also  been  made  of  quantities  for  track  material,  that  to  a  very 
large  extent  is  not  dealt  with  in  other  textbooks. 

It  has  often  been  said  that  cost  figures  are  not  of  much  value 
unless  accompanied  by  exhaustive  detail.  This  probably  is  correct 
from  a  contractor's  standpoint,  but  it  is  also  true  that  even  with 
detailed  figures  any  two  jobs,  built  exactly  alike  and  under  the 
same  conditions,  will  vary  more  in  the  details  item  for  item  than 
in  the  totals;  and  it  is  with  the  latter  figures  especially  that  the 
engineer  is  mostly  concerned,  as  in  the  multiplicity  of  work  usually 
dealt  with  there  is  seldom  time  to  analyze  details  until  the  work 
is  authorized.  For  this  reason  the  quantities  and  cost  data  have 
been  arranged  for  handy  reference,  whereby  a  quick  total  estimate 
can  be  made  that  may  serve  as  a  guide  when  more  authentic 
information  is  lacking;  and  in  this  connection  it  should  be  remem- 
bered that  in  the  final  analysis  the  figures  depend  not  from  what 
can  be  had  from  a  book  but  rather  on  the  judgment  and  experi- 
ence of  the  estimator  and  his  knowledge  of  the  labor  and  material 
market  in  the  vicinity  in  which  the  proposed  work  is  to  be 
executed. 

Acknowledgment  is  here  made  to  the  various  technical  mag- 
azines, Engineering  News,  Railway  Age  Gazette,  Maintenance 
of  Way  Engineer,  Railway  World,  Engineering  and  Contracting, 
and  many  others  for  material  incorporated  either  in  whole  or 
in  part  under  the  various  subjects  dealt  with;  also  to  many 
members  of  the  engineering  staff  of  the  various  railways  for 
valuable  information  received  and  courtesies  extended. 

J.  W.  ORROCK. 

New  York,  November,  1917. 


TABLE  OF  CONTENTS. 

PART  ONE. 

TRACK  AND   TRACK  STRUCTURES. 
CHAPTER  I. 

TRACK  MATERIAL  AND  ESTIMATES. 

PAGES 

Rail  properties;  Rail  feet  into  tons;  Rail  tons  into  track  miles;  Rail 
joints  and  bolts;  Elements  of  various  joints;  Track  work  and  mate- 
rial; Cost  above  subgrade;  Turnouts  —  quantities  and  cost;  Cross- 
overs—  quantities  and  cost;  Track  material  for  quick  estimating; 
Rail  and  fastenings  per  mile;  Rail  renewals;  Switch  ties  for  turn- 
outs; Switch  ties  for  crossovers 4-23 

CHAPTER  II. 
STRUCTURAL  MATERIAL  AND  ESTIMATES. 

Weights  of  bridge  spans;  Weights  of  steel  trestles;  Wooden  trestles; 
Subways;  Highway  bridges;  Gravity  retaining  walls;  Concrete 
culverts;  Buildings  and  miscellaneous 24-39 

CHAPTER  III. 
COST  OF  RAILROADS. 

Unit  prices;  Clearing  and  grubbing;  Cost  of  train  service;  Equipment 
and  rentals 40-51 

CHAPTER  IV. 
GRADE   SEPARATION. 

Benefits  and  objections;  Fill  or  excavation;  Costs;  Street  grades; 
Clearances;  Equipment  cost  and  rental  rates 52-61 

CHAPTER  V. 
TUNNELS  AND   SUBWAYS. 

Tunnel   sections;    Driving;    Design;    Cost;    Drainage;    Floors; 
Subways;  —  Types;  Weight  of  steel;  Reinforced  concrete;  Estimates  62-82 


Vlll  CONTENTS 

PAGES 
CHAPTER  VI. 

BRIDGES,  TRESTLES,  AND   CULVERTS. 

Abutments;  Piers;  Quantities;  Retaining  walls;  Crib  work;  Rail- 
way bridges;  Highway  bridges;  Wooden  bridges;  Trestles;  Cul- 
verts   83-162 

CHAPTER  VII. 
ELEVATED  STRUCTURES. 

Open  viaducts;  Steel  structures;  Steel  and  concrete;  Reinforced  con- 
crete; Masonry  walls  and  fill;  Reinforced  walls  and  fill 163-170 

CHAPTER  VIII. 
TIES. 

Wood  ties;  Kind,  life  and  cost;  Cost  of  various  grades;  Treated  ties; 
Cost  of  treatment;  Tie  formula;  Steel  ties 171-183 

CHAPTER  IX. 
RAIL. 

Rail  steel;  Rail  design;  Estimating  prices;  Scrap  values;  Re-rolling 
rails. 184-189 

CHAPTER  X. 
OTHER  TRACK  MATERIAL. 

Rail  joints;  Bolts;  Anchors;  Spikes;  Tie  plates;  Turnouts;  Switches; 
Frogs;  Cross  overs;  Slip  switches;  Derails;  Bumping  posts;  Stop 
blocks;  Diamonds;  Interlocking 190-238 

CHAPTER  XI. 

BALLAST. 
Kinds  of  ballast;  Ballast  sections;  Templates;  Cost 239-249 

CHAPTER  XII. 
TRACK  LAYING  AND   SURFACING. 

Rail  laying;  Rail  renewals;  Tamping;  Tie  plugs;  Drainage;  Equating 
track  values;  Tool  equipment;  Hand  and  motor  cars;  Section 
work 250-262 

CHAPTER  XIII. 

RIGHT  OF  WAY  FENCES. 

Fences;  Gates;  Cattle  guards;  Wing  fences 263-274 


CONTENTS  ix 

PAGES 
CHAPTER  XIV. 

SNOW  AND   SAND  FENCES  AND   SNOW  SHEDS. 

Permanent  snow  fences;  Portable  snow  fences;  Picket  fence;  Snow 
sheds 275-285 

CHAPTER  XV. 
CROSSINGS  AND   SIGNS. 

Farm  crossings;  Public  road  crossings;  Watchman's  cabin;  Gates  and 
towers;  Track  signs 286-307 

PART  TWO. 
ROADWAY  BUILDINGS. 

CHAPTER  XVI. 

STATION  AND   OTHER  BUILDINGS. 
Stations;  Shelters;  Trainsheds;  Platform  canopies.  . . 311-338 

CHAPTER  XVII. 
ROADWAY  BUILDINGS. 

Tool  houses;  Section  houses;  Rest  houses;  Bunk  houses;  Watch  house; 
Freight  houses;  Platforms;  Scales;  Ice  houses;  Stock  yards;  Mail 
cranes 339-425 

CHAPTER  XVIII. 

WATER  STATIONS. 

Piping;  Tanks;  Pumps;  Standpipes;  Pump  houses;  Dams 426-471 

CHAPTER  XIX. 

FUEL  STATIONS. 

Coaling  plants;  Sand  storage 472-494 

CHAPTER  XX. 
SHOPS  AND   ENGINE  HOUSES. 

Engine  houses;  Ash  pits;  Turntables;  Boiler  house;  Machine  shops; 
Storehouses;  Oil  and  store  houses;  Locomotive  and  Car  shops. .  495-574 


RAILROAD   STRUCTURES    AND    ESTIMATES 


PART  ONE. 
TRACK  AND  TRACK  STRUCTURES. 


KAIL  DIMENSIONS  AND  PROPERTIES. 

CHAPTER  I. 
TRACK   MATERIAL  AND   ESTIMATES. 


A.  S.  C.  E.   RAIL. 


!         Head      J 


A.  R.  E.  A.   RAIL. 

Head         I 


Base  or  Flange 


Base  or  Flange 


A.S.C.E.   RAIL. 


Weight 

Area  of 

Dimensions. 

Properties. 

per  yard. 

section. 

Height. 

Base. 

Head. 

Web. 

I. 

r. 

s. 

X. 

Pounds. 

In.2 

In. 

In. 

In. 

In. 

In.* 

In. 

In.3 

In. 

110 

10.80 

6i 

6* 

2 

H 

55.2 

2.26 

17.2 

2.92 

100 

9.84 

5| 

61 

2 

§ 

44.0 

2.11 

14.6 

2.73 

95 

9.28 

5T9* 

5& 

2 

^. 

A 

38.8 

2.05 

13.3 

2.65 

90 

8.83 

5* 

a 

2 

34.4 

1.97 

12.2 

2.55 

85 
80 

8.33 

7.86 

5T* 

r* 

f| 

30.1 
26.4 

1.90 
1.83 

11.1 
10.1 

2.47 
2.38 

75 
70 

7.33 
6.81 

f 

41* 

2 

\ 

It 

22.9 
19.7 

1.77 
1.70 

9.1 

8.2 

2.30 
2.22 

65 

6.33 

4JL 

2- 

r! 

16.9 

1.63 

7.4 

2.14 

60 

5.93 

41 

4J 

2 

li 

14.6 

1.57 

6.6 

2.05 

55 

5.38 

4JL 

2* 

.if 

12.0 

1.50 

5.7 

1.97 

50 

4.87 

i 

3| 

2* 

7 

9.9 

1.43 

5.0 

1.88 

45 

4.40 

3H 

2 

II 

8.1 

1.36 

4.3 

1.78 

A.R.E.A.   RAIL. 

(Tentative  sections  proposed.) 


Weight 

Area  of 

Dimensions. 

Properties. 

per  yard. 

sections. 

Height. 

Base. 

Head. 

Web. 

I. 

r. 

S. 

X. 

Pounds. 

In.z 

In. 

In. 

In. 

In. 

In.* 

In. 

In.s 

In. 

90 

8.82 

5f 

5* 

2i 

flr 

A 

38.7 

2.09 

12.56 

m 

100 

9.95 

6 

5f 

2i 

i 

TS 

49.0 

2.22 

15.10 

2} 

110 

10.82 

6J 

5£ 

2i 

r' 

If 

57.0 

2.29 

16.7 

iff 

120 

11.85 

6£ 

5j 

2 

67.6 

2.45 

18.9 

2H 

130 

12.71 

6f 

6 

2{ 

r* 

H 

77.4 

2.46 

20.8 

iS 

140 

13.58 

7 

6* 

3 

H 

89.2 

2.56 

23.1 

% 

RAIL  DIMENSIONS  AND  PROPERTIES. 


Base  or  Flange 


Series  A. 


Weight 

Area  of 

Dimensions. 

Properties. 

per  yard. 

Height. 

Base. 

Head. 

Web. 

L 

r. 

s. 

X. 

Pounds. 

In.* 

In. 

In. 

In. 

In. 

In.« 

In. 

In.* 

In. 

100 

9.84 

6 

5£ 

2f 

A 

48.9 

2.23 

15.1 

2.75 

90 
80 

8.82 
7.86 

II 

5| 

4 

* 

38.7 
28.8 

2.09 
1.91 

12.5 
10.2 

2.54 
2.31 

70 

6.82 

4| 

4* 

21 

i 

21.1 

1.76 

8.3 

2.30 

60 

5.86 

4* 

2* 

H 

15.4 

1.62 

6.5 

2.13 

\.      Head 


Base  or  Flange 


Series  B. 


Weight 

Area  of 

Dimensions. 

Propertieg. 

Height. 

Base. 

Head. 

Web. 

I. 

r. 

s. 

X. 

Pounds. 

In.' 

In. 

In. 

In. 

In. 

In.« 

In. 

In.» 

In. 

100 

9.85 

gjl 

W 

2^i 

A 

41.3 

2.05 

13.7 

2.63 

90 

8.87 

517 

4£f 

2_JL 

32.3 

1.91 

11.5 

2.45 

80 
70 

7.91 
6.89 

il 

VT 

3f 

II 

25.1 
18.6 

1.78 
1.64 

9.4 

7.8 

2.27 
2.16 

60 

5.87 

*A 

3H 

H 

13.3 

1.51 

6.0 

1.95 

6 


FEET  OF  RAIL  INTO  TONS. 


TABLE  1.  —  FEET  OF  RAIL  INTO  TONS. 

WEIGHTS  OF  RAIL  OF  VARIOUS  SECTIONS  IN  GROSS  TONS  PER  ANY  LENGTH  IN  FEET  (SINGLE 
RAIL).      (J.  G.  Wishart.) 


!-: 

J3 

Weight  in  tons. 

120-lb. 

110-lb. 

105-lb. 

100-lb. 

95-lb. 

90-lb. 

85-lb. 

80-lb. 

75-lb. 

70-lb. 

65-lb. 

60-lb. 

] 

0.017 

0.016 

0.015 

0.014 

0.014 

0.013 

0.012 

0.011 

0.011 

0.010 

0.009 

0.008 

0.035 

0.032 

0.031 

0.029 

0.028 

0.026 

0.025 

0.023 

0.022 

0.020 

0.019 

0.017 

j 

0.053 

0.049 

0.046 

0.044 

0.042 

0.040 

0.037 

0.035 

0.033 

0.031 

0.029 

0.026 

4 

0.071 

0.065 

0.062 

0.059 

0.056 

0.053 

0.050 

0.047 

0.044 

0.041 

0.038 

0.035 

5 

0.089 

0.081 

0.078 

0.074 

0.070 

0.067 

0.063 

0.059 

0.055 

0.052 

0.048 

0.044 

6 

0.107 

0.098 

0.093 

0.089 

0.084 

0.080 

0.075 

0.071 

0.067 

0.062 

0.058 

0.053 

0.125 

0.114 

0.109 

0.104 

0.099 

0.093 

0.088 

0.083 

0.078 

0.072 

0.067 

0.062 

8 

0.142 

0.131 

0.125 

0.119 

0.113 

0.107 

0.101 

0.095 

0.089 

0.083 

0.077 

0.071 

9 

0.160 

0.147 

0.140 

0.133 

0.127 

0.120 

0.113 

0.107 

0.100 

0.093 

0.087 

0.080 

10 

0.178 

0.163 

0.156 

0.148 

0.141 

0.133 

0.126 

0.119 

0.111 

0.104 

0.096 

0.089 

20 

0.357 

0.327 

0.312 

0.297 

0.282 

0.267 

0.253 

0.238 

0.223 

0.208 

0.193 

0.178 

30 

0.535 

0.491 

0.468 

0.446 

0.424 

0.401 

0.379 

0.357 

0.334 

0.312 

0.290 

0.267 

40 

0.714 

0.654 

0.625 

0.595 

0.565 

0.535 

0.506 

0.476 

0.446 

0.416 

0.386 

0.357 

50 

0.892 

0.818 

0.781 

0.744 

0.706 

0.669 

0.632 

0.595 

0.558 

0.520 

0.483 

0.446 

60 

1.071 

0.982 

0.937 

0.892 

0.848 

0.803 

0.758 

0.714 

0.669 

0.625 

0.580 

0.535 

70 

1.250 

1.145 

1.093 

1.041 

0.989 

0.937 

0.885 

0.833 

0.781 

0.729 

0.677 

0.625 

80 

1.428 

1.309 

1.250 

1.190 

1.131 

1.071 

1.011 

0.952 

0.892 

0.833 

0.773 

0.714 

90 

1.607 

1.473 

1.406 

1.339 

1.272 

1.205 

1.138 

1.071 

1.004 

0.937 

0.870 

0.803 

100 

1.785 

1.636 

1.562 

1.488 

1.413 

1.339 

1.264 

1.190 

1.116 

1.041 

0.967 

0.892 

200 

3.571 

2.273 

3.125 

2.976 

2.827 

2.678 

2.529 

2.381 

2.232 

2.083 

1.934 

1.785 

300 

5.357 

4.910 

4.687 

4.464 

4.241 

4.017 

3.794 

3.571 

3.348 

3.125 

2.901 

2.678 

400 

7.142 

6.547 

6.250 

5.952 

5.654 

5.357 

5.059 

4.761 

4.464 

4.166 

3.869 

3.571 

500 

8.928 

8.184 

7.812 

7.440 

7.068 

6.696 

6.324 

5.952 

5.580 

5.208 

4.836 

4.464 

600 

10.714 

9.821 

9.375 

8.928 

8.482 

8.035 

7.589 

7.142 

6.696 

6.250 

5.803 

5.357 

700 

12.500 

11.458 

10.937 

10.416 

9.895 

9.375 

8.854 

8.333 

7.812 

7.291 

6.770 

6.250 

800 

14.285 

13.095 

12.500 

11.904 

11.309 

10.714 

10.119 

9.523 

8.928 

8.333 

7.738 

7.142 

900 

16.071 

14.731 

14.062 

13.392 

12.723 

12.053 

11.383 

10.714 

10.044 

9:375 

8.705 

8.035 

1,000 

17.857 

16.368 

15.625 

14.881 

14.136 

13.392 

12.648 

11.904 

11.160 

10.416 

9.672 

8.928 

2,000 

35.714 

32.737 

31.250 

29.761 

28.273 

26.785 

25.297 

23.809 

22.321 

20.833 

19.345 

17.857 

3,000 

53.571 

49.106 

46.875 

44.642 

42.410 

40.178 

37.946 

35.714 

33.482 

31.250 

29.017 

26.785 

4,000 

71.428 

65.475 

62.500 

59.523 

56.547 

53.571 

50.595 

47.619 

44.642 

41.666 

38.690 

35.714 

5,000 

89.285 

81.843 

78.125 

74.404 

70.684 

66.964 

63.244 

59.523 

55.803 

52.083 

48.363 

44.642 

6,000 

107.142 

98.212 

93.750 

89.285 

84.821 

80.357 

75.892 

71.428 

66.964 

62.500 

58.035 

53.571 

7,000 

125.000 

114.581 

109.375 

104.166 

98.958 

93.750 

88.541 

83.333 

78.125 

72.916 

67.708 

62.500 

8,000 

142.857 

130.950 

125.000 

119.047 

113.095 

107.142 

101.190 

95.238 

89.285 

83.333 

77.381 

71.428 

9,000 

160.714 

147.318 

140.625 

133.928 

127.232 

120.535 

113.839 

07.142 

100.446 

93.750 

87.053 

80.357 

10,000 

178.571 

163.687 

156.250 

148.809 

141.369 

133.928 

126.488 

19.047 

111.607 

104.166 

96.726 

89.285 

From  Table  1  the  total  tonnage  of  any  given  length  of  rail  can  be  quickly  and  accurately  ascer- 
tained by  the  addition  of  two  or  more  quantities.  The  following  example  will  illustrate  the 
method  of  using  the  table.  Given  4237  lin.  ft.  of  80-lb.  rail,  to  find  the  total  tonnage.  From  the 
column  headed  80  Ib.  take  from  opposite  4000  in  the  first  column  the  amount  47.619;  from 
opposite  200,  the  amount  2.381;  from  opposite  30,  the  amount  0.357;  and  from  opposite  7,  the 
amount  0.083.  The  sum  of  these  four  quantities  equals  50.440  tons,  the  weight  of  the  given 
amount  of  rail. 


TONS  OF  RAIL  INTO  TRACK  MILES. 


TABLE  2.  —  TONS  OF  RAIL  INTO  TRACK  MILES. 

LENGTHS  OF  RAIL  or  VARIOUS  SECTIONS  IN  TRACK  MILES  PER  ANT  WEIGHT  IN  GROSS  TONS. 

(J.  G.  Wishart.) 


Tons 
of  rail. 

Length  in  miles. 

120-lb. 

110-lb. 

105-lb. 

100-lb. 

95-lb. 

90-lb. 

85-lb. 

80-lb. 

75-lb. 

70-lb. 

65-lb. 

60-lb. 

1 

0.005 

0.005 

0.006 

0.006 

0.006 

0.007 

0.007 

0.008 

0.008 

0.009 

0.009 

0.010 

2 

0.010 

0.011 

0.012 

0.012 

0.013 

0.014 

0.015 

0.015 

0.017 

0.018 

0.019 

0.021 

3 

0.015 

0.017 

0.018 

0.019 

0.020 

0.021 

0.022 

0.023 

0.025 

0.027 

0.029 

0.031 

4 

0.021 

0.023 

0.024 

0.025 

0.026 

0.028 

0.029 

0.031 

0.033 

0.036 

0.039 

0.042 

5 

0.026 

0.028 

0.030 

0.031 

0.033 

0.035 

0.037 

0.039 

0.042 

0.045 

0.049 

0.053 

6 

0.031 

0.034 

0.036 

0.038 

0.040 

0.042 

0.044 

0.047 

0.050 

0.054 

0.058 

0.063 

7 

0.037 

0.040 

0.042 

0.044 

0.046 

0.049 

0.052 

0.055 

0.059 

0.063 

0.068 

0.074 

8 

0.042 

0.046 

0.048 

0.050 

0.053 

0.056 

0.059 

0.063 

0.067 

0.072 

0.078 

0.084 

9 

0.047 

0.052 

0.054 

0.057 

0.060 

0.063 

0.067 

0.071 

0.076 

0.081 

0.088 

0.095 

10 

0.053 

0.057 

0.060 

0.063 

0.067 

0.070 

0.074 

0.079 

0.084 

0.090 

0.097 

0.106 

20 

0.106 

0.115 

0.121 

0.127 

0.134 

0.141 

0.149 

0.159 

0.169 

0.181 

0.195 

0.212 

30 

0.159 

0.173 

0.181 

0.190 

0.201 

0.212 

0.224 

0.238 

0.254 

0.272 

0.293 

0.318 

40 

0.212 

0.231 

0.242 

0.254 

0.267 

0.282 

0.299 

0.318 

0.339 

0.363 

0.391 

0.424 

50 

0.265 

0.289 

0.303 

0.318 

0.334 

0.353 

0.374 

0.397 

0.424 

0.454 

0.489 

0.530 

60 

0.318 

0.347 

0.363 

0.381 

0.401 

0.424 

0.449 

0.477 

0.509 

0.545 

0.587 

0.636 

70 

0.371 

0.405 

0.424 

0.445 

0.468 

0.494 

0.524 

0.556 

0.593 

0.636 

0.685 

0.742 

80 

0.424 

0.462 

0.484 

0.509 

0.535 

0.565 

0.598 

0.636 

0.678 

0.727 

0.783 

0.848 

90 

0.477 

0.520 

0.545 

0.572 

0.602 

0.636 

0.673 

0.715 

0.763 

0.818 

0.881 

0.954 

100 

0.530 

0.578 

0.606 

0.636 

0.669 

0.707 

0.748 

0.795 

0.848 

0.909 

0.979 

1.060 

200 

1.060 

1.157 

1.212 

1.272 

1.339 

1.414 

1.497 

1.590 

1.697 

1.818 

1.958 

2.121 

300 

1.590 

1.735 

1.818 

1.909 

2.009 

2.121 

2.246 

2.386 

2.545 

2.727 

2.937 

3.181 

400 

2.121 

2.314 

2.424 

2.545 

2.679 

2.828 

2.994 

3.181 

3.393 

3.636 

3.916 

4.242 

500 

2.651 

2.892 

3.030 

3.181 

3.349 

3.535 

3.743 

3.977 

4.242 

4.545 

4.895 

5.303 

600 

3.181 

3.471 

3.636 

3.818 

4.019 

4.242 

4.492 

4.772 

5.090 

5.454 

5.874 

6.363 

700 

3.712 

4.049 

4.242 

4.454 

4.689 

4.949 

5.240 

5.  568 

5.939 

6.363 

6.853 

7.424 

800 

4.242 

4.628 

4.848 

5.090 

5.358 

5.656 

5.989 

6.363 

6.787 

7.272 

7.832 

8.484 

900 

4.772 

5.206 

5.454 

5.727 

6.028 

6.363 

6.738 

7.159 

7.636 

8.181 

8.811 

9.545 

1,000 

5.303 

5.785 

6.060 

6.363 

6.698 

7.070 

7.486 

7.954 

8.484 

9.090 

9.790 

10.606 

2,000 

10.606 

11.570 

12.121 

12.727 

13.397 

14.141 

14.973 

15.909 

16.969 

18.181 

19.580 

21.212 

3,000 

15.909 

17.355 

18.181 

19.090 

20.095 

21.212 

22.459 

23.863 

25.454 

27.272 

29.370 

31.818 

4,000 

21.212 

23.140 

24.242 

25.454 

26.794 

28.282 

29.946 

31.818 

33.939 

36.363 

39.160 

42.424 

5,000 

26.515 

28.925 

30.303 

31.818 

33.492 

35.353 

37.433 

39.772 

42.424 

45.454 

48.951 

53.030 

6,000 

31.818 

34.710 

36.  363  1  38.181 

40.191 

42.424 

44.919 

47.727 

50.909 

54.545 

58.741 

63.636 

7,000 

37.121 

40.495 

42.424    44.545 

46.889 

49.494 

52.406 

55.681 

59.393 

63.636 

68.531 

74.242 

8,000 

42.424 

46.281 

48.484 

50.909 

53.588 

56.565 

59.893 

63.636 

67.878 

72.727 

78.321 

84.848 

9,000 

47.727 

52.066 

54.545 

57.272 

60.287 

63.636 

67.379 

71.590 

76.363 

81.818 

88.111 

95.454 

10,000 

53.030 

57.851 

60.606 

63.636 

66.985 

70.707 

74.866 

79.545 

84.848 

90.909 

97.902 

106.060 

Example:  Given  2652  tons  of  90-lb.  rail,  to  find  the  miles  of  single  track  which  it  will  lay. 
From  the  column  headed  90  Ib.  take  from  opposite  2000  in  the  first  column  the  amount  14.141; 
from  opposite  600,  4.242;  from  opposite  50,  0.353,  and  from  opposite  2,  0.014.  The  sum  of  these 
four  quantities  equals  18.750  miles,  the  amount  of  single  track  that  can  be  laid  with  the  tonnage 
of  rail  given. 


8  FEET  IN  DECIMALS  OF  A  MILE. 

TABLE  2a.  —  FEET  IN  DECIMALS  OF  A  MILE.     (N.  J.  Brady.) 


Miles. 

0.000 
Ft. 

0.001 
Ft. 

0.002 
Ft. 

0.003 
Ft. 

0.004 
Ft. 

0.005 
Ft. 

0.006 

Ft. 

0.007 
Ft. 

0.008 
Ft. 

0.009 
Ft. 

0.00 

5 

11 

16 

21 

26 

32 

37 

42 

48 

0.01 

"53 

58 

63 

69 

74 

79 

84 

90 

95 

100 

0.02 

106 

111 

116 

121 

127 

132 

137 

143 

148 

153 

0.03 

158 

164 

169 

174 

180 

185 

190 

195 

201 

206 

0.04 

211 

216 

222 

227 

232 

238 

243 

248 

253 

259 

0.05 

264 

269 

275 

280 

285 

290 

296 

301 

306 

312 

0.06 

317 

322 

327 

333 

338 

343 

348 

354 

359 

364 

0.07 

370 

375 

380 

385 

391 

396 

401 

407 

412 

417 

0.08 

422 

428 

433 

438 

444 

449 

454 

459 

465 

470 

0.09 

475 

480 

486 

491 

496 

502 

507 

512 

517 

523 

0.10 

528 

533 

539 

544 

549 

554 

560 

565 

570 

576 

0.11 

581 

586 

501 

597 

602 

607 

612 

618 

623 

628 

0.12 

634 

639 

644 

649 

655 

660 

665 

671 

676 

681 

0.13 

686 

692 

697 

702 

708 

713 

718 

723 

729 

734 

0.14 

739 

744 

750 

755 

760 

766 

771 

776 

781 

787 

0.15 

792 

797 

803 

808 

813 

818 

824 

829 

834 

840 

0.16 

845 

850 

855 

861 

866 

871 

876 

882 

887 

892 

0.17 

898 

903 

908 

913 

919 

924 

929 

935 

940 

945 

0.18 

950 

956 

961 

966 

972 

977 

982 

987 

993 

998 

0.19 

1003 

1008 

1014 

1019 

1024 

1030 

1035 

1040 

1045 

1051 

0.20 

1056 

1061 

1067 

1072 

1077 

1082 

1088 

1093 

1098 

1104 

0.21 

1109 

1114 

1119 

1125 

1130 

1135 

1140 

1146 

1151 

1156 

0.22 

1162 

1167 

1172 

1177 

1183 

1188 

1193 

1199 

1204 

1209 

0.23 

1214 

1220 

1225 

1230 

1236 

1241 

1246 

1251 

1257 

1262 

0.24 

1267 

1272 

1278 

1283 

1288 

1294 

1299 

1304 

1309 

1315 

0.25 

1320 

1325 

1331 

1336 

1341 

1346 

1352 

1357 

1362 

1368 

0.26 

1373 

1378 

1383 

1389 

1394 

1399 

1404 

1410 

1415 

1420 

0.27 

1426 

1431 

1436 

1441 

1447 

1452 

1457 

1463 

1468 

1473 

0.28 

1478 

1484 

1489 

1494 

1500 

1505 

1510 

1515 

1521 

1526 

0.29 

1531 

1536 

1542 

1547 

1552 

1558 

1563 

1568 

1573 

1579 

0.30 

1584 

1589 

1595 

1600 

1605 

1610 

1616 

1621 

1626 

1632 

0.31 

1637 

1642 

1647 

1653 

1658 

1663 

1668 

1674 

1679 

1684 

0.32 

1690 

1695 

1700 

1705 

1711 

1716 

1721 

1727 

1732 

1737 

0.33 

1742 

1748 

1753 

1758 

1764 

1769 

1774 

1779 

1785 

1790 

0.34 

1795 

1800 

1806 

1811 

1816 

1822 

1827 

1832 

1837 

1843 

0.35 

1848 

1853 

1859 

1864 

1869 

1874 

1880 

1885 

1890 

1896 

0.36 

1901 

1906 

1911 

1917 

1922 

1927 

1932 

1938 

1943 

1948 

0.37 

1954 

1959 

1964 

1969 

1975 

1980 

1985 

1991 

1996 

2001 

0.38 

2006 

2012 

2017 

2022 

2028 

2033 

2038 

2043 

2049 

2054 

0.39 

2059 

2064 

2070 

2075 

2080 

2086 

2091 

2096 

2101 

2107 

0.40 

2112 

2117 

2123 

2128 

2133 

2138 

2144 

2149 

2154 

2160 

0.41 

2165 

2170 

2175 

2181 

2186 

2191 

2196 

2202 

2207 

2212 

0.42 

2218 

2223 

2228 

2233 

2239 

2244 

2249 

2255 

2260 

2265 

0.43 

2270 

2276 

2281 

2286 

2292 

2297 

2302 

2307 

2313 

2318 

0.44 

2323 

2328 

2334 

2339 

2344 

2350 

2355 

2360 

2365 

2371 

0.45 

2376 

2381 

2387 

2392 

2397 

2402 

2408 

2413 

2418 

2424 

0.46 

2429 

2434 

2439 

2445 

2450 

2455 

2460 

2466 

2471 

2476 

0.47 

2482 

2487 

2492 

2497 

2503 

2508 

2513 

2519 

2524 

2529 

0.48 

2534 

2540 

2545 

2550 

2556 

2561 

2566 

2571 

2577 

2582 

0.49 

2587 

2592 

2598 

2603 

2608 

2614 

2619 

2624 

2629 

2635 

FEET  IN  DECIMALS  OF  A  MILE. 

TABLE  2a  (Continued).  —  FEET  IN  DECIMALS  OF  A  MILE. 


9 


Miles. 

0.000 
Ft. 

0.001 
Ft. 

0.002 
Ft. 

0.003 
Ft. 

0.004 
Ft. 

0.005 
Ft. 

0.006 
Ft. 

0.007 
Ft. 

0.008 
Ft. 

0.009 
Ft. 

0.50 

2640 

2645 

2651 

2656 

2661 

2666 

2672 

2677 

2682 

2688 

0.51 

2693 

2698 

2703 

2709 

2714 

2719 

2724 

2730 

2735 

2740 

0.52 

2746 

2751 

2756 

2761 

2767 

2772 

2777 

2783 

2788 

2793 

0.53 

2798 

2804 

2809 

2814 

2820 

2825 

2830 

2835 

2841 

2846 

0.54 

2851 

2856 

2862 

2867 

2872 

2878 

2883 

2888 

2893 

2899 

0.55 

2904 

2909 

2915 

2920 

2925 

2930 

2936 

2941 

2946 

2952 

0.56 

2957 

2962 

2967 

2973 

2978 

2983 

2988 

2994 

2999 

3004 

0.57 

3010 

3015 

3020 

3025 

3031 

3036 

3041 

3047 

3052 

3057 

0.58 

3062 

3068 

3073 

3078 

3084 

3089 

3094 

3099 

3105 

3110 

0.59 

3115 

3120 

3126 

3131 

3136 

3142 

3147 

3152 

3157 

3164 

0.60 

3168 

3173 

3179 

3184 

3189 

3194 

3200 

3205 

3210 

8216 

0.61 

3221 

3226 

3231 

3237 

3242 

3247 

3252 

3258 

3263 

3268 

0.62 

3274 

3279 

3284 

3289 

3295 

3300 

3305 

3311 

3316 

3321 

0.63 

3326 

3332 

3337 

3342 

3348 

3353 

3358 

3363 

3369 

3374 

0.64 

3379 

3384 

3390 

3395 

3400 

3406 

3411 

3416 

3421 

3427 

0.65 

3432 

3437 

3443 

3448 

3453 

3458 

3464 

3469 

3474 

3480 

0.66 

3485 

3490 

3495 

3501 

3506 

3511 

3516 

3522 

3527 

3532 

0.67 

3538 

3543 

3548 

3553 

3559 

3564 

3569 

3575 

3580 

3585 

0.68 

3590 

3596 

3601 

3606 

3612 

3617 

3622 

3627 

3633 

3638 

0.69 

3643 

3648 

3654 

3659 

3664 

3670 

3675 

3680 

3685 

3691 

0.70 

3696 

3701 

3707 

3712 

3717 

3722 

3728 

3733 

3738 

3744 

0.71 

3749 

3754 

3759 

3765 

3770 

3775 

3780 

3786 

3791 

3796 

0.72 

3802 

3807 

3812 

3817 

3823 

3828 

3833 

3839 

3844 

3849 

0.73 

3854 

3860 

3865 

3870 

3876 

3881 

3886 

3891 

3897 

3902 

0.74 

3907 

3912 

3918 

3923 

3928 

3934 

3939 

3944 

3949 

3955 

0.75 

3960 

3965 

3971 

3976 

3681 

3986 

3992 

3997 

4002 

4008 

0.76 

4013 

4018 

4023 

4029 

4034 

4039 

4044 

4050 

4055 

4060 

0.77 

4066 

4071 

4076 

4081 

4087 

4092 

4097 

4103 

4108 

4113 

0.78 

4118 

4124 

4129 

4134 

4140 

4145 

4150 

4155 

4161 

4166 

0.79 

4171 

4176 

4182 

4187 

4192 

4198 

4203 

4208 

4213 

4219 

0.80 

4224 

4229 

4235 

4240 

4245 

4250 

4256 

4261 

4266 

4272 

0.81 

4277 

4282 

4287 

4293 

4298 

4303 

4308 

4314 

4319 

4324 

0.82 

4330 

4335 

4340 

4345 

4351 

4356 

4361 

4367 

4372 

4377 

0.83 

4382 

4388 

4393 

4398 

4404 

.4409 

4414 

4419 

4425 

4430 

0.84 

4435 

4440 

4446 

4451 

4456 

4462 

4467 

4472 

4477 

4483 

0.85 

4488 

4493 

4499 

4504 

4509 

4514 

4520 

4525 

4530 

4536 

0.86 

4541 

4546 

4551 

4557 

4562 

4567 

4572 

4578 

4583 

4588 

0.87 

4594 

4599 

4604 

4609 

4615 

4620 

4625 

4631 

4636 

4641 

0.88 

4646 

4652 

4657 

4662 

4668 

4673 

4678 

4683 

4689 

4694 

0.89 

4699 

4704 

4710 

4715 

4720 

4726 

4731 

4736 

4741 

4747 

0.90 

4752 

4757 

4763 

4768 

4773 

4778 

4784 

4789 

4794 

4800 

0.91 

4805 

4810 

4815 

4821 

4826 

4831 

4836 

4842 

4847 

4852 

0.92 

4858 

4863 

4868 

4873 

4879 

4884 

4889 

4895 

4900 

4905 

0.93 

4910 

4916 

4921 

4926 

4932 

4937 

4942 

4947 

4953 

4958 

0.94 

4963 

4968 

4974 

4979 

4984 

4990 

4995 

5000 

5005 

5011 

0.95 

5016 

5021 

5027 

5032 

5037 

5042 

5048 

5053 

5058 

5064 

0.96 

5069 

5074 

5079 

5085 

5090 

5095 

5100 

5106 

5111 

5116 

0.97 

5122 

5127 

5132 

5137 

5143 

5148 

5153 

5159 

5164 

5169 

0.98 

5174 

5180 

5185 

5190 

5196 

5201 

5206 

5211 

5217 

5222 

0.99 

5227 

5232 

5238 

5243 

5248 

5254 

5259 

5264 

5269 

5275 

10 


RAIL  JOINTS  AND   BOLTS. 


TABLE  3.— RAIL  JOINTS  AND  BOLTS.    A.  S.  C.  E.   RAIL. 


Rail 

Single 

24  in.  long. 

26  in.  long. 

30  in.  long. 

36  in.  long. 

6  bolts. 

4  bolts. 

sec 

bar, 

Size 

wt.' 
per 

wt. 
per 
foot, 

Per 

joint 

Per 

mile 

Per 

joint 

Per 
mile 

Per 
joint 

Per 

mile 

Per 
joint 

Per 
mile 

of 
bolt. 

Per 

joint 

Per 

mile 

Per 

joint 

Per 

mile 

yd. 

Ib. 

Ib. 

tons. 

Ib. 

tons. 

Ib. 

tons. 

Ib. 

tons. 

Ib. 

tons. 

Ib. 

tons. 

110 

17.8 

71 

10.0 

77 

11.0 

89 

12.7 

107 

15.3 

IX  4f 

11.46 

.64 

7.64 

1.09 

100 

15.8 

63 

9.0 

69 

9.8 

79 

11.3 

95 

13.6 

11.16 

.59 

7.44 

1.06 

95 

14.7 

59 

8.4 

63 

9.0 

74 

10.6 

88 

12.9 

IX  4f 

10.98 

.57 

7.32 

1.04 

90 

13.5 

54 

7.7 

59 

8.4 

68 

9.7 

81 

11.6 

1  X  4-J 

7.8 

.11 

5.2 

0.74 

85 

12.4 

50 

7.1 

54 

7.7 

62 

8.* 

74 

10.6 

JX4* 

7.8 

.11 

5.2 

0.74 

80 

11.5 

46 

6.7 

50 

7.3 

57 

8.1 

69 

9.9 

i  X4J 

5.34 

0.76 

3.56 

0.51 

75 

10.7 

43 

6.1 

46 

6.6 

54 

7.7 

64 

9.1 

!  X4 

5.28 

0.76 

3.52 

0.50 

70 

10.0 

40 

5.7 

43 

6.1 

50 

7.1 

60 

8.6 

i  X3f 

5.10 

0.73 

3.40 

0.49 

65 

9.2 

37 

5.3 

40 

5.7 

46 

6.6 

55 

7.9 

!  X3f 

5.10 

0.73 

3.40 

0.49 

60 

8.4 

33 

4.7 

37 

5.3 

42 

6.0 

50 

7.1 

f  X  31 

4.92 

0.70 

3.28 

0.47 

55 

7.5 

30 

4.3 

33 

4.7 

38 

5.4 

45 

6.4 

1x3 

4.92 

0.70 

3.28 

0.47 

SERIES  A  RAIL. 


Rail 

sec., 
wt. 
per 

yd. 

100 
90 
80 
70 
60 

Wt. 
per 
foot, 
Ib. 

24  in.  long. 

26  in.  long. 

30  in,  long. 

36  in.  long. 

Size 
of 
bolt. 

6  bolts. 

4  bolts. 

Per 
joint 
Ib. 

Per 

mile 
tons. 

Per 

joint 
Ib. 

Per 

mile 
tons. 

Per 

joint 
Ib. 

95 
85 
68 
59 
54 

Per 

mile 
tons. 

Per 
joint 
Ib. 

114 
102 
81 
71 
65 

Per 

mile 
tons. 

Per 

joint 
Ib. 

Per 

mile 
tons. 

Per 
joint 
Ib. 

Per 

mile 
tons. 

18.97 
16.78 
13.52 
11.73 
10.76 

76 
68 
54 
47 
43 

10.9 
9.7 

7.7 
6.7 
6.1 

82 
74 
59 
50 
47 

11.7 
10.6 
8.4 
7.1 
6.7 

13.6 
12.1 

9.7 
8.4 

7.7 

16.3 
14.6 
11.6 
10.1 
9.3 

1X4^ 
IX4\ 
fX4i 
f  X3f 
IX3| 

11.16 
7.8 
5.34 
5.10 
4.92 

1.59 
1.11 
0.76 
0.73 
0.70 

7.44 
5.20 
3.56 
3.40 
3.28 

1.06 
0.74 
0.51 
0.49 
0.47 

SERIES  B  RAIL. 


Rail 
sec., 
wt. 
per 

yd. 

Wt. 
per 
foot, 
Ib. 

24  in.  long. 

26  in.  long. 

30  in.  long. 

36  in.  long. 

Size 
of 
bolt. 

6  bolts. 

4  bolts. 

Per 
joint 
Ib. 

Per 
mile 
tons. 

Per 
joint 
Ib. 

Per 
mile 
tons. 

Per 

joint 
Ib. 

Per 
mile 
tons. 

Per 
joint 
Ib. 

Per 
mile 
tons. 

Per 

joint 
Ib. 

Per 
mile 
tons. 

Per 
joint 
Ib. 

Per 

mile 
tons. 

100 
90 
80 
70 
60 

17.40 
14.31 
12.72 
11.87 
9.45 

60 
57 
51 
47 
37 

8.6 
8.1 
7.4 
6.7 
5.4 

65 
62 
55 
51 
40 

9.3 
8.9 
7.9 
7.4 
5.7 

87 
72 
64 

59 
47 

12.7 
10.3 
9.1 
8.4 
6.7 

Ill 

86 
76 
71 
57 

15.9 
12.3 
10.9 
10.1 
8.1 

XXXXX 

CO  CO  4k.  4k.  4k. 

11.16 
7.8 
5.34 
5.10 
4.92 

1.59 
1.11 
0.76 
0.73 
0.70 

7.44 
5.20 
3.56 
3.40 
3.28 

1.06 
0.74 
0.51 
0.49 
0.47 

RAIL  JOINTS. 

ELEMENTS  OF  SOME   RAIL  JOINTS.     A.  S.  C.  E.  and  other  Rail 


11 


CONTINUOUS  RAIL  JOINT 


WEBER   RAIL  JOINT 
Base  Supported  Type 


WOLHAUPTER   RAIL  JOINT 


Duq 


Bonzano 


Hundred  Per  Cent 
Bridge  Supported  Type 

TABLE  4,— ELEMENTS  OF  VARIOUS  ANGLE  BAR  JOINTS. 


:"C 

!i 

% 

Kind  of  joint 
bar. 

Length. 

I 

•c 

i 

Name  of  raiL 

2  bars,  wt.  per 

i. 

3! 

r 

Elements  of  sections. 

£ 

"a 
4 

J 

i 

2-bars. 

S 
Top 
2-bars. 

S 
BTM 

2-bars, 

Lrx 

In. 

Lb. 

Lb. 

Tons. 

100 

Angle  bar.. 

30 

G 

P.  S.  rail.. 

32.14 

81 

11.6 

4.91 

13.99 

6.42 

7.19 

100 

Angle  bar.. 

33 

6 

A.  S.  C.  E. 

31.31 

86 

12.3 

4.60 

13.40 

5.80 

7.04 

100 

Angle  bar.  . 

36 

6 

Dudley.  .  .  . 

22.97 

67 

9.6 

3.37 

9.36 

4.39 

5.14 

100 

Bonzano.  .  . 

2Qi 

4 

A.  S.  C.  E. 

33.36 

73 

10.4 

5.82 

32.66 

11.55 

9.27 

100 

Bonzano.  .  . 

30 

G 

P.  S.  rail.. 

26.98 

66 

9.4 

-3.96 

30.76 

12.06 

15.28 

100 

Bonzano... 

30 

6 

P.  S.  rail.. 

32.86 

82 

11.8 

5.82 

32.66 

11.55 

9.27 

100 

Duquesne  . 

26 

4 

A.  R.  A. 

45.27 

98 

14.0 

7.23 

43.82 

14.09 

12.96 

(Brail)... 

100 

Duquesne  . 

30 

6 

P.  S.  rail  .  . 

32.93 

83 

11.9 

4.42 

41.05 

13.34 

11.70 

100 

100  per  cent 

30 

6 

A.  S.  C.  E. 

47.60 

119 

17.0 

13.60 

47.20 

15.00 

12.24 

100 

Weber  

28 

G 

A.  S.  C.  E. 

45.36 

106 

15.1 

... 

23.28 

... 

90 

Angle  bar.  . 

28 

6 

A.  S.  C.  E. 

30.00 

70 

10.0 

4.28 

11.82 

5.32 

6.12 

90 

Duquesne  . 

28 

6 

A.  R.  A. 

41.72 

97 

13.9 

6.13 

34.65 

11.61 

10.76 

(Brail)... 

90 

100  per  cent 

28 

6 

A.  S.  C.  E. 

38.71 

90 

12.9 

6.42 

43.76 

15.34 

11.66 

90 

100  per  cent 

28 

G 

A.  S.  C.  E. 

31.71 

75 

10.7 

4.14 

45.28 

13.12 

11.33 

90 

100  per  cent 

26 

4 

A.  S.  C.  E. 

40.18 

87 

12.4 

5.93 

38.38 

12.97 

10.51 

85 

Angle  bar.. 

30 

G 

P.  S  rail  .  . 

28.34 

71 

10.1 

4.29 

9.46 

4.84 

5.45 

85 

Angle  bar.. 

33 

6 

A.  S.  C.  E. 

24.16 

67 

9.6 

3.55 

8.62 

5.16 

4.95 

85 

Angle  bar.. 

40 

6 

A.  S.  C.  E. 

23.86 

3.50 

8.63 

4.08 

5.12 

85 

Bonzano.  .  . 

29 

G 

A.  S.  C.  E. 

37.15 

'90 

i2.'9 

5.45 

26.15 

9.30 

7.80 

85 

Continuous 

24' 

4 

A.  S.  C.  E. 

33.24 

67 

9.6 

4.88 

16.74 

5.95 

11.16 

85 

Duquesne.. 

30 

8 

P.  S.  rail.. 

28.96 

73 

10.4 

5.77 

30.89 

10.86 

9.60 

85 

Wolhaupter 

24 

4 

A.  S.  C.  E. 

26.98 

54 

7.7 

3.96 

30.76 

12.06 

15.23 

85 

100  per  cent 

28 

6 

A.  S.  C.  E. 

38.20 

89 

12.7 

5.63 

34.30 

11.55 

10.15 

80 

Angle  bar.  . 

26 

4 

A.  S.  C.  E. 

25.28 

55 

7.9 

3.71 

7.42 

4.33 

3.80 

80 

Angle  bar.  . 

30 

8 

P.  &  R  

20.80 

52 

7.4 

3.19 

5.94 

3.26 

3.74 

80 

Angle  bar.. 

36 

8 

A.  S.  C.  E. 

23.04 

69 

9.9 

4.70 

9.33 

4.36 

5.12 

80 

Bonzano... 

24 

4 

A.  S.  C.  E. 

27.74 

56 

8.0 

4.07 

11.44 

4.81 

4.97 

80 

Continuous 

24 

4 

A.  S.  C.  E. 

32.04 

64 

9.1 

4.70 

14.43 

5.24 

10  30 

12     ESTIMATING  PRICES,  TRACK  WORK  AND  MATERIAL. 


TABLE  5.  — TRACK  WORK  AND  MATERIAL. 
(C.  P.  R.  estimating  prices,  1915.) 

The  following  prices  cover  the  cost  of  work  when  done  under  normal  con- 
ditions and  include  all  freight  and  storage  charges: 
Ties: 

No.  1  track  ties,  each $0. 65 

No.  2  track  ties,     "    0. 60 

Cull  ties,                  "    ; 0.35 

(For  estimating  purposes  use  60  ties  per  100  feet  of  track.) 
For  the  various  kinds  of  sawn  ties  figure: 

Hemlock,  per  1000  F.  B.  M $22.  00 

Tamarack,      "              "         23. 00 

Rock  elm,       "              "         25.00 

Oak                 "              " 30. 00 


No. 

Standard  Set. 

Hemlock. 

Tamarack. 

Rock  elm. 

Oak. 

7 

Turnout  

$  65.00 

$  68.00 

$  74.00 

$  88.00 

8 

Turnout 

71  00 

74  00 

81  00 

97  00 

9 

Turnout 

75  00 

78  00 

85  00 

101  00 

10 

Turnout 

83  00 

87  00 

95  00 

113  00 

11 

Turnout                   

89  00 

93  00 

101  00 

121  00 

12 

Turnout  

90.00 

94.00 

102.00 

122  00 

14 

Turnout  

104.00 

109.00 

118.00 

142  00 

7 

Slip  switch  

101.00 

106.00 

115.00 

138.00 

9 

Slip  switch 

125  00 

130  00 

142  00 

170  00 

7 
7 
9 
9 

7 

Crossover  13  ft.  centers  .  .  . 
Crossover  16  ft.  centers.  .  . 
Crossover  13  ft.  centers.  .  . 
Crossover  16  ft.  centers.  .  . 
Crossing  crossover: 
13  ft.  centers 

127.00 
135.00 
147.00 
157.00 

206  00 

133.00 
141.00 
154.00 
164.00 

215  00 

144.00 
154.00 
167.00 
178.00 

234  00 

173.00 
184.00 
200.00 
214.00 

280  00 

7 

16  ft.  centers 

256  00 

267  00 

290  00 

348  00 

9 

13  ft.  centers 

245.00 

257  00 

279  00 

334  00 

9 

13  ft.  centers  

294.00 

308.00 

334.00 

400.00 

Rails: 

As  it  is  now  frequently  necessary  to  supply  85  Ib.  relay  rail  when  a  lighter 
rail  has  been  requisitioned,  all  estimates  should  be  made  for  85  Ib.  rail  unless 
lighter  rail  is  known  to  be  available  for  the  work: 

New  rails per  gross  ton $33. 00 

Relay  rails  for  Company's  tracks  20. 00 

Relay  rails  for  private  sidings  '  30. 00 

Scrap  rail 15.00 

Scrap  rail  for  reinforcement  18. 00 

Rail  fit  for  relay  taken  up  —  credit         '  20. 00 

Paste 
Angle 
Bolts 
Spikes 

Tie  plates,  each 0. 14 

Compromise  angle  bars,  80-85,  per  pair 1 . 00 

73-85        "      1.20 

1.20 
1.20 
1.20 
0.20 

0.10 


per  gross  ton $45. 00 

it  i(  i^f\     r\f\ 


73-80 
60-65 
56-72 


Rail  braces,  each. . 
On  private  sidings  in  preference  to  using  rail  braces,  use  second- 
hand tie  plates,  each 


ESTIMATING  PRICES,  TRACK  WORK  AND  MATERIAL.      13 

TABLE  5  (Continued).  —  TRACK  WORK  AND  MATERIAL. 

Switches: 

85  Ib.  material  should  be  estimated  for  all  switches  to  be  installed  m  tracks 
laid  with  heavier  than  65  Ib.  rail,  except  100  Ib.  track,  and  65  Ib.  material  in 
tracks  laid  with  65  Ib.  or  lighter  rail,  unless  material  of  another  weight  is  known 
to  be  available  for  the  work. 
65  Ib.  Material: 

High  stand,  rigid  frog  No.  9 $112. 00 

"        "       "     No.  7 106.00 

Intermediate  or  low  stand,  rigid  frog  No.  9 100. 00 

No.  7 94.00 

85  Ib.  Material: 

stand,  spring  frog 139. 00 

"      rigidfrogNo.  9 127.00 

"        "         "      "     No.  7 125. 00 

Intermediate  or  low  stand,  spring  frog 128. 00 

rigid  frog  No.  9 116.00 

No.  7 115.00 

Double  slip  switch  No.  9 660. 00 

No.  7.  .  .x 650.00 

Single  slip  switch  No.  9 , 510. 00 

No.  7 500.00 

Labor: 

When  estimating  for  sidings  to  be  built  under  standard  siding  agreement,  10 
per  cent  of  the  total  cost  of  the  siding,  including  both  the  applicant's  portion 
and  the  railway  portion,  should  be  added  under  the  heading  "  Supervision 
and  Contingencies." 

Laying  split  switch,  main  line $60. 00 

"  yard     "    50  00 

Laying  diamond .' 40. 00 

slip  switch 130.00 

"        track,  per  foot .' 0. 12 

Taking  up  split  switch 15. 00 

diamond 15.00 

"          slip  switch 50. 00 

"          track,  per  foot 0. 04 

Transferring  split  switch  ...., 70. 00 

"  diamond 50. 00 

slip  switch 150.00 

track,  per  foot 

Ballasting  and  surfacing,  per  cubic  yard 0. 50 

Derails: 

Hayes  derail,  hand  operated,  in  place $25. 00 

"      with  operating  stand,  in  place 40. 00 

interlocked,  hi  place 150.00 

Car  Stops: 

Cast  iron  car  stops  (as  per  plan  T-14-14a)  per  pair $20. 00 

Earth  or  cinder  car  stop  (as  per  plan  T-14-14a) 30. 00 

Standard  bumping  post  (as  per  plan  T-14-18a) 125. 00 

Signals: 

When  signal  changes  are  made  necessary  by  the  construction  of  a  siding 
under  standard  siding  agreement,  the  cost  must  be  borne  by  the  applicant. 
The  cost  for  signal  changes,  due  to  the  introduction  of  one  switch 

in  the  main  track  may  be  taken  as  $300. 00 

For  a  trailing  point  switch  in  double-track  territory 200. 00 


14  COST  OF  SINGLE  TRACK  ABOVE  SUBGRADE. 

TABLE  6.  — SINGLE  TRACK:    STONE  BALLAST. 
APPROXIMATE  COST  OF  ONE  MILE  OR  ONE  FOOT  OF  SINGLE  MAIN  LINE  TRACK,  ABOVE  SUBGRADE. 


.«&48i 

3s;5! 
SSs&tf 

$$$$ 

11^ 

j£tf#-           I 

1                                  1                     '^                I 

X 

0* 

1 

Cost  per  mile. 

Cost  per  foe 

wt. 

of 

Rails  at  $33 
ton. 

Joint  bars 
at  $45 
ton. 

Bolts  at 
$79  ton. 

Spikes  at 
$54  ton. 

i| 

tf 

11 

"3  " 

|| 

pi 

+3    -t-2 

f: 

rail. 

03 

53  a 

0, 

&    0. 

a 

S 

1 

1 

1 

1 

I 

1 

i 

i 

3 

i 

1 

1 

1 

1 

120 

188  6 

$6224 

15.8 

$711 

1.35 

$107 

4 

$216 

$2080 

$635 

$4000 

$13,973 

$14,873 

$2.65 

$2.} 

110 

172  9 

5706 

13  6 

612 

1.27 

100 

4 

216 

2080 

635 

4000 

13,349 

14,249 

2.53 

2.' 

100 

157  1 

5186 

11.5 

517 

1   19 

85 

4 

216 

2080 

635 

4000 

12,719 

13,519 

2.41 

2., 

95 

149  2 

4927 

9.40 

423 

0.96 

76 

4 

216 

2080 

635 

4000 

12,356 

13,256 

2.34 

2., 

90 

141  4 

4667 

8  72 

392 

0.96 

76 

4 

216 

2080 

635 

4000 

12,066 

12,966 

2.28 

2.4 

85 

133.5 

4408 

7.43 

334 

0.80 

63 

4 

216 

2080 

635 

4000 

11,736 

12,636 

2.22 

2.( 

80 

125  7 

4148 

7.14 

321 

0.80 

63 

4 

216 

2080 

635 

4000 

11,464 

12,364 

2.17 

75 

117  8 

3889 

6  73 

303 

0  80 

63 

4 

216 

2080 

635 

4000 

11,186 

12,086 

2.12 

2  ' 

70 

110  0 

3630 

6.40 

288 

0.80 

63 

4 

216 

2080 

635 

4000 

10,912 

11,812 

2.07 

2.5 

65 

102  1 

3372 

6,07 

273 

0.71 

56 

4 

216 

2080 

635 

4000 

10,632 

11,532 

2.02 

2. 

60 

94.3 

3116 

5.00 

225 

0.71 

56 

4 

216 

2080 

635 

4000 

10,328 

11,228 

1.96 

2.1 

56 

88.0 

2904 

2.57 

116 

0.71 

56 

4 

216 

2080 

635 

4000 

10,007 

10,907 

1:90 

2.( 

TABLE  6a.  —  SINGLE  TRACK:    GRAVEL  BALLAST. 


8-g 

U5 

g,| 

Cost  per  mile. 

Cost  per  foot. 

Wt. 

Rails  at  $33 
ton. 

Joint  bars 
at  $45 
ton. 

Bolts  at 
$79  ton. 

Spikes  at 
$54  ton. 

<M    o3 

It 

I! 

|| 

*j 

.23 

3  J 

0*2 

of 

W  13 

"S  JS3 

EH  oj 

"o"oj 

HJ 

rail. 

03 

£3 

03 

53  "a 

A 

53  "E 

"a 

• 

. 

«J 

. 

• 

. 

CO 

. 

. 

:. 

-U 

., 

J 

. 

9 

3 

1 

I 

1 

1 

1 

i 

3 

8 

a 

u 

a 

I 

3 

120 

188.6 

$6224 

15.8 

$711 

1.35 

$107 

$216 

$2080 

$635 

$1600 

$11,573 

$12,473 

$2.20 

$2.37 

110 

172.9 

5706 

13.6 

612 

1.27 

100 

216 

2080 

635 

1600 

10,949 

11,849 

2.08 

2.25 

100 

157.1 

5185 

11.5 

517 

1.19 

85 

216 

2080 

635 

1600 

10,318 

11,218 

1.96 

2.13 

95 

149.2 

4926 

9.40 

423 

0.96 

76 

216 

2080 

635 

1600 

9,956 

10,856 

1.89 

2.06 

90 

141.4 

4667 

8.72 

392 

0.96 

76 

216 

2080 

635 

1600 

9,666 

10,566 

1.83 

2.00 

85 

133.5 

4408 

7.43 

334 

0.80 

63 

216 

2080 

635 

1600 

9,336 

10,236 

1.78 

1.95 

80 

125.7 

4148 

7.14 

321 

0.80 

63 

216 

2080 

635 

1600 

9,064 

9,964 

1.72 

1.89 

75 

117.8 

3889 

6.73 

303 

0.80 

63 

4 

216 

2080 

635 

1600 

8,786 

9,686 

1.66 

1.83 

70 

110.0 

3630 

6.40 

288 

0.80 

63 

4 

216 

2080 

635 

1600 

8,512 

9,412 

1.62 

1.79 

65 

102.1 

3371 

6.07 

273 

0.71 

56 

4 

216 

2080 

635 

1600 

8,232 

9,132 

1.56 

1.73 

60 

94.3 

3115 

5.00 

225 

0.71 

56 

4 

216 

2080 

635 

1600 

7,928 

8,828 

1.50 

1.67 

56 

88.0 

2904 

2.57 

116 

0.71 

56 

4 

216 

2080 

635 

1600 

7,607 

8,507 

1.44 

1.61 

COST  OF  DOUBLE  TRACK  ABOVE   SUBGRADE. 


15 


TABLE  7.  — DOUBLE  TRACK:  STONE  BALLAST. 
APPROXIMATE  COST  OF  ONE  MILE  OR  ONE  FOOT  OF  DOUBLE  MAIN  LINE  TRACK,  ABOVE  SUBGRADB. 


§•« 

o  aj 

*3 

Cost  per  mile. 

Cost  per 
foot 

Wt. 
of 
rail 

Rails  at  $33 
ton. 

Joint  bare 
at  $45 
ton. 

Bolts  at 
$79  ton. 

Spikes  at 
$54  ton. 

i 

i| 

% 

3* 

Ballasti] 
and  surfac 

2   * 

11 

4 

f| 

o_a 
XTt, 

4 

H 

1 

i 
s 

3 

1 

i 

r. 
1 

i 

i 

a 

i 

1 

i 

1 

i 

120 
110 

377.2 
345.8 

$12,448 
11,412 

31.60 

?7  on 

$1422 
1224 

2.70 
2.54 

$214 
200 

8 
§ 

$432 
432 

$4160 
4160 

<1U!I() 

1000 

$7500 
7500 

$27,176 
25,928 

$28,976 
27,728 

$5.15 

4.92 

$5.49 
5.26 

100 

314.2 

10,372  i  23.  00 

1034 

2  38 

170 

8 

432 

4160 

1000 

7500 

24,668 

26,468 

4.68 

5.02 

95 

298  4 

9,854)18  80 

846 

1.92 

152 

8 

432 

4160 

1000 

7500 

23,944 

25,744 

4  54 

4.88 

90 

282.8 

9,334117.44 

784 

1.92 

152 

8 

432 

4160 

1000 

7500 

23,362 

25,162 

4.43 

4.77 

85 

267.0 

8,810  14.86 

668 

1.60 

126 

8 

432 

4160 

1000 

7500 

22.702 

24,502 

4.30 

4.64 

80 

251.4 

8,296114.28 

642 

1.60 

126 

8 

432 

4160 

1000 

7500 

22,156 

23,956 

4.19 

4.53 

75 

235.6 

7,778 

13  46 

606 

1  60 

126 

s 

432 

4160 

1000 

7500 

21,602 

23,402 

4.09 

4.43 

70 

220.0 

7,260 

12.80 

576 

1.60 

126 

8 

432 

4160 

1000 

7500 

21,054 

22,854 

3.99 

4.33 

65 

204.2 

6,744 

12.14 

546 

1.42 

112 

8 

432 

4160 

1000 

7500 

20,494 

22,294 

3.88 

4.22 

60 

188.6 

6,232 

10.00 

450 

1,42 

112 

8 

432 

4160 

1000 

7500 

19,886 

21,686 

3.77 

4.11 

56 

176  0 

5,808 

5.14 

232 

1.42 

112 

8 

432 

4160 

1000 

7500 

19,244 

21,044 

3.64 

3.98 

TABLE  7a.— DOUBLE  TRACK:   GRAVEL  BALLAST. 


j 

| 

« 

Cost  per  mile. 

Cost  per 

font 

Rails  at  $33 
ton. 

Joint  bars 
at  $45 

Bolts  at 
$79  ton. 

Spikes  at 
S54  toa. 

11 

H 

11 

loot. 

•jj-o 

.•8 

•jH 

a'S 

Wt. 

ton. 

-  —  CO 

•sg. 

"3  * 

-i  Q 

•,-  - 

—   — 

25 

of 
rail. 

Ha 

3* 

n1 

11 

1 

11 

H 

3 

1 

3 

1 

1 

i 

3 

3 

1 

3 

1 

I 

3 

3 

120 

377.2 

S12,44^ 

31  60 

$1422 

2.70 

$214 

g' 

$432 

$4160 

$1000 

swoo 

$22,676 

$24;476 

$4.30 

$4~64 

110 

345.8 

11,412 

27.00 

1224 

2.54 

200 

8 

432 

4160 

1000 

3000 

21,428 

23,228 

4.06 

4.40 

100 

314.2 

10,370 

23.00 

1034 

2.38 

170 

a 

432 

4160 

1000 

3000 

20,166 

21,966 

3.72 

4.16 

95 

298.4 

9,852 

18  80 

846 

.92 

152 

s 

432 

4160 

1000 

3000 

19,442 

21,242 

3.68 

4.02 

90 

282.8 

9,334 

17^44 

784 

.92 

152 

8 

432 

4160 

1000 

3000 

18,862 

20,662 

3.58 

3.92 

85 

267.0 

8,816 

14186 

668 

.60 

126 

8 

432 

4160 

1000 

3000 

18,202 

20,002 

3.45 

3.79 

80 

251.4 

8,296 

14.28 

642 

.60 

126 

8 

432 

4160 

1000 

3000 

17,656 

19,456 

3.35 

3.69 

75 

235.6 

7,778 

13.46 

606 

.60 

126 

8 

432 

4160 

1000 

3000 

17,102 

18,902 

3.24 

3.58 

70 

220.0 

7,260 

12.80 

576 

.60 

126 

>, 

432 

4160 

1000 

3000 

16,554 

18,354 

3.14 

3.48 

65 

204.2 

6,742 

12  14 

546 

.42 

112 

8 

432 

4160 

1000 

3000 

15,992 

17,792 

3  03 

3.37 

60 

188.6 

6,230 

10.00 

450 

.42 

112 

8 

432 

4160 

1000 

3000 

15,384 

17,184 

2.91 

3  25 

56 

176.0 

5,808 

5.14 

232 

.42 

112 

8 

432 

4160 

1000 

3000 

14,744 

16,544 

2.80 

2  94 

16       MATERIAL  REQUIRED  FOR  TURNOUTS  AND  COST. 

Turnouts. 

TABLE  8.  -  APPROXIMATE  QUANTITIES  OF  RAIL  AND  FASTENINGS,  GROSS 

TONS  FOR  NO.  9. 


Material. 

Weight  of  rail,  pounds. 

56 

60 

65 

70 

75 

80 

85 

90 

95 

100 

Rail  
Angle  bars  
Bolts 

3.58 
0.25 
0.03 
0.20 

3.83 
0.25 
0.03 
0.20 

4.15 
0.25 
0.03 
0.20 

4.46 
0.26 
0.03 
0.20 

4.78 
0.28 
0.03 
0.20 

5.10 
0.29 
0.03 
0.20 

5.42 
0.30 
0.03 
0.20 

5.74 
0.31 
0.04 
0.22 

6.06 
0.32 
0.04 
0.24 

6.38 
0.33 
0.04 
0.25 

Spikes 

Tie  plates.    Order  200. 

Switch  material.    Order  complete  switch  and  frog  with  guard  rails. 

Switch  ties.    Order  complete  set  of  switch  ties. 

In  the  above  turnouts  it  is  assumed  that  the  material  will  furnish  a  com- 
plete turnout  covering  100  ft.  of  main  line  track  and  100  ft.  of  siding  track. 
(Fig.  A.) 


Note:- 

If  Turnout  is 
fully  Tieplated 
add  $28.00 


Note:- 

Prices  cover  work 
shown  in  solid  lines 


-100-feetr 
DIAGRAM  OF  TURNOUT 

Fig.  A. 


TABLE  9.  — APPROXIMATE  COST  OF  TURNOUTS  FOR  VARIOUS.  WEIGHTS  OF 
RAIL  WITH  GRAVEL  OR  STONE  BALLAST.  BASE  OF  RAIL  18  IN.  ABOVE 
SUBGRADE. 


Weight 
of  rail, 
Ib.  per 

Rail  at  $33 
per  ton. 

Switch 
and 
frog 
mate- 
rial. 

Fasten- 
ings (an- 
gle bars, 
bolts  and 
spikes). 

Switch 
ties,  oak 
at  $30 
per  1000. 

Labor. 

Gravel  ballast 
120  c.  y.  at  50£ 

Stone  ballast 
100  c.  y.  at 
$1.25. 

yard. 

Tons. 

Cost. 

Cost. 

Cost. 

Cost. 

Cost. 

Ballast- 
ing. 

Total 
cost. 

Ballast- 
ing. 

Total 
cost. 

56 

3.58 

$118 

$  90 

$19 

$101 

$60 

$60 

$448 

$125 

$513 

60 

3  93 

126 

105 

23 

101 

60 

60 

475 

125 

540 

65 

4.15 

137 

112 

25 

101 

60 

60 

495 

125 

560 

70 

4.46 

147 

114 

25 

101 

60 

60 

507 

125 

572 

75 

4.78 

158 

116 

26 

101. 

60 

60 

521 

125 

586 

80 

5.10 

168 

116 

27 

101 

60 

60 

532 

125 

597 

85 

5.42 

179 

139 

27 

101 

60 

60 

566 

125 

631 

90 

5.74 

189 

143 

28 

101 

60 

60 

581 

125 

645 

95 

6.05 

200 

148 

29 

101 

60 

60 

598 

125 

663 

100 

6.38 

211 

152 

36 

101 

60 

60 

620 

125 

685 

The  above  are  figured  for  No.  9  turnouts,  for  No.  7  deduct  15%  and  for 
No.  11  add  15%.    (Fig.  A.) 


COST  OF  CROSSOVERS. 


17 


Crossovers. 

TABLE  10.  —  APPROXIMATE  COST  OF  CROSSOVERS  FOR  VARIOUS  WEIGHTS 
OF  RAIL  INCLUDING   RESURFACING. 

(Track  13  ft.  Centers.) 


Weight 
of  rail, 
Ibs. 

Rail  at  $33 
per  ton. 

Switch 
and  frog 
material. 

Fastenings 
(angle  bars, 
bolts, 
spikes). 

Turnout, 
ties,  etc. 

Track 
ties. 

Labor  and 
surfacing. 

Total 
cost. 

65 

$274 

$224 

$50 

$202 

$15 

$130 

$895 

70 

294 

228 

52 

202 

15 

130 

921 

75 

316 

232 

54 

202 

15 

130 

949 

80 

336 

236 

56 

202 

15 

130 

975 

85 

358 

278 

58 

202 

15 

130 

1041 

90 

378 

286 

60 

202 

15 

130 

1071 

95 

400 

296 

62 

202 

15 

130 

1105 

100 

422 

304 

72 

202 

15 

130 

1145 

The  above  are  figured  for  No.  9  turnouts;  for  No.  7  deduct  15%  and  for 
No.  11  add  15%. 

Example: 

What  is  the  detailed  cost  of  a  No.  9  single  track  crossover;  85  Ib.  steel,  not 
tie  plated?    Table  10,  under  85  Ib.  rail. 

Rail $358 

Switch  and  frog  material 278 

Angle  bars,  bolts,  and  spikes 58 

Turnout  ties 202  . 

Track  ties 15 

Labor  and  surfaces 130 

$I04l 
Supervision  and  contingencies,  10% 104 

Total .  $1145 


TABLE   11.  — APPROXIMATE  COST  OF  SWITCH  TIES  FOR  CROSSOVERS. 
CROSSOVER  TIES. 


Number  of  turnout. 

Track 
centers, 
ft. 

F.  B.  M. 

Approximate  cost. 

*v 

*V 

«!r 

7  .             C.  P. 

13 
13 
13 
13 
14 
15 

6095  (15  or  16£  ft.  split  switch) 
6925  (15  or  16£  ft.  split  switch) 
6725  (15  or  16£  ft.  split  switch) 
9534  (22  ft.  switch)  

$134 
153 
148 
210 
148 
157 

$153 
173 
178 
239 
169 
179 

$183 
208 
202 
286 
202 
213 

8.    A.  R.  E.  A. 
9  C.  P. 
11.     A.  R.  E.  A. 
9  ...     .     C.  P 

6725  (15  or  16£  ft.  split  switch) 
7088  (15  or  16|  ft.  split  switch) 

9  C.  P. 

18     TRACK  MATERIAL  AND  ESTIMATES  FOR  SPUR  LINES. 


TRACK  MATERIAL  AND   ESTIMATES. 

For  making  preliminary  quick  estimates  of  the  approximate 
cost  of  spur  tracks,  the  following  tables  and  figures  will  be  found 
very  serviceable;  the  same  unit  prices  for  track  material  being 
used  as  quoted  in  the  preceding  estimates. 

Example : 

Find  the  approximate  cost  of  constructing  a  500  ft.  spur  on  a  2  ft.  fill  main 
line  85  Ib.  rail,  spur  to  be  65  Ib.  rail.  (Turnout  same  weight  as  main  line  rail.) 
Estimate : 

85  Ib.  turnout,  tie  plated  (Table  a) $596 

500  ft.  (less  200  ft.  for  turnout)  300  ft.  65  Ib.  track  (Table  b)  @  $1.56.      468 

500  ft.  of  fill  (2  ft.  high)  $71  by  5. (Table  c) 355 

Total.  .  .  $1419 


TABLE  a.  —  TURNOUTS. 


TABLE  b.  —  TRACKWORK. 


Cost  of  turnout. 

Cost  of  track  per  foot. 

Woinht  of 

Weight  of 

rail,  Ib. 

Not  tie  plated. 

Tie  plated. 

No.  1  ties  and 
new  rail. 

No.  2  ties  and 
relay  rail. 

rail",  Ib. 

100 

$620 

$650 

$2.00 

100 

95 

598 

628 

1.89 

$1.40 

95 

90 

581 

611 

1.83 

1.35 

90 

85 

566 

596 

1.78 

1.30 

85 

80 

532 

562 

1.72 

1.25 

80 

75 

521 

551 

1.66 

1.20 

75 

70 

507 

537 

1.62 

1.15 

70 

65 

495 

525 

1.56 

1.10 

65 

60 

475 

505 

1.50 

1.05 

60 

'56 

448 

478 

1.44 

1.00 

56 

Table    a    includes    rail    and    fastenings, 

Table    b    includes    rail,    angle    bars,   bolts, 

switch  material,  ties,  ballast,  labor,  etc.,  com- 

spikes, ties  and  ballast  complete  in  place  for 

plete  in  place  for  each  turnout. 

each  weight  of  rail  given  with  7-in.  ballast  under 

tie. 

TABLE  c.  —  FILL.    CUBIC  YARDS  FILL  PEK  100  FT.  OF  TRACK,  16  FT.  SUBGRADE. 


Fill  

6  in. 

1ft. 

lift. 

2ft. 

2ift. 

3ft. 

3Jft. 

4ft. 

5ft. 

6ft. 

7ft. 

8ft. 

Cubic  yards  

32 

66 

102 

142 

184 

228 

276 

326 

436 

556 

688 

930 

Cost  at  50^  yd.,  $. 

16 

33 

51 

71 

92 

114 

138 

163 

218 

278 

344 

465 

Tie  Plates.  —  Usually  always  provided  for  the  switch  leads, 
the  turnout  curve  and  the  siding  curves,  120  per  100  lineal  feet. 

Ballast.  —  50  cubic  yards  per  100  feet  allows  for  an  average 
gravel  ballast  section  7  inches  deep  under  the  ties. 

Rail  and  Turnout.  —  100  feet  of  main  track  and  100  feet  of 
siding  comprises  the  turnout  Fig.  A,  page  16,  and  in  the  case  of  a 
new  spur  or  siding  the  100  feet  of  main  line  rail  released  may  be 
laid  on  the  reverse  curve  back  of  the  turnout,  hence  considering 


TRACK  MATERIAL  AND  ESTIMATES  FOR  SPUR  LINES.     19 


the  turnout  as  furnishing  100  feet,  and  the  released  main  line  rail 
100  feet,  the  siding  rail  to  be  figured  will  be  reduced  by  200  feet 
for  each. 

Signals.  —  In  block  signal  territory  $250.00  may  be  added  to 
the  estimate  for  changes  due  to  the  introduction  of  one  switch  in 
the  main  track,  and  $175.00  for  a  trailing  point  switch  in  double 
track  territory. 

Culverts.  — 


Concrete  pipe. 

Cast  iron  pipe. 

Ordinary  wood  boxes. 

Size, 
inches. 

Cost  per 
foot. 

Add  for 
wing  walls, 
concrete. 

Size, 
inches. 

Cost  per 
foot. 

Add  for 
wing  walls, 
rip  rap. 

Size,  feet. 

Cost 

per 
foot. 

Add  for 
wing  walls. 

18 
24 
30 
36 

$2.20 

2.50 
2.75 
3.00 

$30 
40 
50 
60 

18 
24 
30 
36 

$5.00 

7.75 
10.00 
12.00 

$15 
18 
21 
24 

1  X2 
2X2 
2X3 
3X4 

SI.  00 

1.50 
2.50 
3.00 

$16 
24 

Telegraph  Poles: 

Cost  of  removing     1    to      4  poles    $20. 00  per  pole 

4    to      8      "     17.50  " 

8    to    12      "                                               15.00  " 

12  or  more     "     10.00  " 

Car  Stops :  installed  complete  in  place. 

Earth  or  cinder  stop,  banked  up $15. 00 

Earth  or  cinder  wood  frame 30. 00 

Cast  iron  stop  block  (small  size) 45. 00 

Ellis  type  stop  block 100. 00 

Cattle  Guards: 

Cattle  guards,  surface 35. 00 

crib 40.00 

pit ' 75.00 

Compromise  Angle  Bars : per  pair  1 . 50  to  2 . 00 

Track  Ties.  —  A  fair  average  price  is  65  cents  each  delivered 
along  the  track,  and  figuring  3200  to  the  mile  the  cost  would  be 
$2080  per  mile  for  new  main  line  single  track. 

For  maintenance  work  about  10  per  cent  is  a  fair  average  for 
renewals,  or  300  per  mile  costing  $195.  For  side  tracks  5  per 
cent  is  a  good  average  or  150  per  mile;  for  the  latter,  however, 
second  class  and  cull  ties  are  used  ranging  from  30  to  50  cents 
each  or  an  average  of  40  cents  or  $60  per  mile. 

Labor.  —  Putting  in  ties  for  ordinary  track,  a  common  figure 
for  estimating  is  12  cents  per  lineal  foot  for  single  track. 

Ballasting  and  Surfacing.  —  Gravel  ballast  10  inches  under 
ties,  30  cents  per  lineal  foot  for  single  track.  Stone  ballast  7 
inches  under  ties,  75  cents  per  lineal  foot  for  single  track. 


20        TRACK  MATERIAL  PER   100  FT.  AND  PER  MILE. 


TABLE 


12.  —  APPROXIMATE   QUANTITIES  PER   100  FEET  OF   SINGLE 
TRACK.     RAILS,  FASTENINGS,  ETC.,   GROSS  TONS. 


Material. 

Various  weights  of  rails  in  pounds. 

100 

95 

90 

85 

80 

75 

70 
i 

65 

60 

56 

Rail  
Angle  bars 
Bolts  
Spikes  

2.98 
0.21 
0.022 
0.075 

2.83 
0.18 
0.018 
0.075 

2.68 
0.16 
0.016 
0.075 

2.53 
0.141 
0.015 
0.075 

2.38 
0.149 
0.017 
0.075 

2.23 
0.13 
0.013 
0.075 

2.09 
0.12 
0.012 
0.075 

1.93 
0.114 
0.014 
0.075 

1.78 
0.104 
0.014 
0.075 

1.67 
0.05 
0.014 
0.075 

Tie  plates. 
Ties  .  . 

120    per  100  ft. 
60    per  100  ft. 
60    cu.  yd.  per  100  ft. 

Ballast.... 

Example : 

What  quantity  of  material  is  required  for  400  ft.  of  single  line  track;  85  Ib. 

steel,  not  tie  plated?    From  Table  12  under  85  Ib.  rail. 

Rail 2.53    X  4  =  10.12    gross  tons. 

Angle  bars 0.141  X  4  =    0.564      " 

Bolts 0.015  X  4  =    0.06       "         " 

Spikes 0.075  X  4  =    0.30       " 

Ties 60  X  4  =  240  ties. 

Ballast 60  X  4  =  240  cu.  yds. 

TABLE  12a.  — APPROXIMATE  QUANTITIES  PER  MILE  OF  SINGLE  TRACK. 
RAILS,   FASTENINGS,  ETC.,  GROSS  TONS. 


Material. 


Rail 

Angle 

bars. . . 
Bolts.... 
Spikes. . . 
Tie  plates 

Ties 

Ballast.. 


Various  weights  of  rails  in  pounds. 


100 

95 

90 

85 

80 

75 

70 

65 

60 

56 

157.14 

149.29 

141.43 

133.57 

125.71 

117.85 

110.00 

102.14 

94.29 

88.00 

11.5 
1.19 
4.0 

9.4 
0.96 
4.00 

8.72 
0.96 
4.00 

7.43 
0.80 
4.00 

7.14 
0.80 
4.0 

6.73 
0.80 
4.00 

6.40 
0.80 
4.00 

6.07 
0.71 
4.0 

5.00 
0.71 
4.0 

2.57 
0.71 
4.0 

6000  per  mile. 
3000  per  mile. 
3000  cu.  yd.  per  mile. 

Example : 

What  quantity  of  material  is  required  for  3  miles  of  single  line  track; 
90  Ib.  steel,  tie  plated?    From  Table  12a,  under  90  Ib.  rail. 

Rail 141.43  X  3  =  424.29  gross  tons. 

Angle  bars 8.72X3=  26.16      "        " 

Bolts 0.96X3=      1.98      " 

Spikes 4.00  X  3  =  12.00     " 

Tie  plates 6000  X  3  =  18,000  plates 

Ties 3000X3=  9,000  ties 

Ballast 3000  X  3  =  9,000  cu.  yds. 


COST  AND   CREDIT  PER  MILE  FOR  RENEWALS.         21 


Rail  Renewals. 

TABLE  13.  — COST  AND  CREDIT  PER  MILE  FOR  VARIOUS  WEIGHTS  OF  RAIL. 

ESTIMATED  COST  OF  NEW  AND  SECOND  HAND  RAILS  AND  FASTENINGS  PER  MILE  OF  TRACK, 

AND  CREDIT  FOR  THE  SAME  WHEN  REMOVED. 


Weight  of 

rail. 

Kind  of  rail. 

Rail. 

Fish  plates  or 
angle  bars. 

Bolts. 

Spikes. 

Total. 

H 

1 

3 

1 

8 

£ 

1 

1 

1 

1 

§ 
1 

8 

I 

J 

lb. 
48 

52 
56 
60 
65 
78 
73 
80 
86 
100 

New 

75.43 
75.43 
75.43 

81.71 
81.71 
81.71 

88.00 
88.00 
88.00 

94.20 
94.20 
94.20 

102.17 
102.17 
102.17 

113.14 
113.14 
113.14 

114.71 
114.71 
114.71 

125.71 
125.71 
125.71 

133.57 
133.57 
133.57 

157.14 
157.14 
157.14 

$ 

33 
20 
20 

33 
20 
20 

33 
20 
20 

33 
20 
20 

33 
20 
20 

33 
20 

20 

33 
20 
20 

33 
20 
20 

33 
20 
20 

33 
20 
20 

$ 

2489.19 
1508.60 
1508.60 

2696.43 
1634.20 
1634.20 

2904.00 
1760.00 
1760.00 

3108.60 
1884.00 
1884.00 

3371.61 
2043.40 
2043.40 

3733.62 
2262.80 
2262.80 

3785.43 
2294.20 
2294.20 

4148.43 
2514.20 
2514.20 

4407.81 
2671.40 
2671.40 

5185.62 
3142.80 
3142.80 

2.64 
2.64 
2.64 

2.83 
2.83 
2.83 

2.83 
2.83 
2.83 

5.49 
5.49 
5.49 

7.04 
7.04 
7.04 

12.26 
12.26 
12.26 

8.17 
8.17 
8.17 

7.86 
7.86 
7.86 

7.43 
7.43 
7.43 

15.71 
15.71 
15.71 

45 
35 
35 

45 
35 
35 

45 
35 
35 

45 
35 

35 

45 
35 
35 

45 
35 
35 

45 
35 
35 

45 
35 
35 

45 
35 
35 

45 
35 
35 

$ 

118.80 

92.40 
92.40 

127.35 
99.05 
99.05 

127.35 
99.05 
99.05 

247.05 
192.15 
192.15 

316.80 
246.40 
246.40 

551.70 
429.10 
429.10 

367.65 
285.95 
285.95 

353.70 
275.10 
275.10 

334.35 
260.05 
260.05 

706.95 
549.85 
549.85 

0.78 
/0.39 
\0.39 
0.39 

0.78 
/0.39 
10.39 
0.39 

0.78 
/0.39 
\0.39 
0.39 

0.80 
fO.40 
\0.40 
0.40 

0.74 
/0.37 
10.37 
0.37 

1.26 
fO.63 
\0.63 
0.63 

0.84 
/0.42 
10.42 
0.42 

0.88 
/0.44 
\0.44 
0.44 

0.80 
/0.40 
10.40 
0.40 

1.19 
/0.60 
\0.59 
0.60 

$ 

79.00 
68.00 
79.00 
68.00 

79.00 
68.00 
79.00 
68.00 

79.00 
68.00 
79.00 
68.00 

79.00 
68.00 
79.00 
68.00 

79.00 
68.00 
79.00 
68.00 

79.00 
68.00 
79.00 
68.00 

79.00 
68.00 
79.00 
68.00 

79.00 
68.00 
79.00 
68.00 

79.00 
68.00 
79.00 
68.00 

79.00 
68.00 
79.00 
68.00 

61.62 
26.52 
30.81 
26.52 

61.62 
26.52 
30.81 
26.52 

61.62 
26.52 
30.81 
26.52 

63.20 
27.20 
31.60 
27.20 

58.46 
25.16 
29.23 
25.16 

99.54 
42.84 
49.77 
42.84 

66.36 
28.56 
33.18 
28.56 

69.52 
29.92 
34.76 
29.92 

63.20 
27.20 
31.60 
27.20 

94.01 
40.80 
46.61 
40.80 

4 

}* 

3 

4 

}J 
}< 

3 

}< 

3 

}< 

3 

>! 
»S 
>i 
»i 
!i 

$ 

54 
54 
54 

54 
54 
54 

54 
54 
54 

54 
54 

54 

54 
54 
54 

54 
54 
54 

54 
54 
54 

54 
54 
54 

54 
54 
54 

54 
54 
54 

216 
216 
162 

216 
216 
162 

216 
216 
162 

216 
216 
162 

216 
216 
162 

216 
216 
162 

216 
216 
162 

216 
216 
162 

216 
210 
162 

216 
216 
162 

2885.61 
1874.33 
1789.52 

3101.40 
2006.58 
1921.77 

3308.97 
2132.38 
2047.57 

3634.85 
2350.95 
2265.35 

3962.87 
2560.19 
2476.96 

4600.86 
3000.51 
2896.74 

4435.44 
2857.89 
2770.71 

4787.65 
3069.98 
2981.22 

5021.36 
3206.25 
3120.65 

6202.58 
3996.06 
3895.45 

Second  hand. 
Credit  

New  .  .. 

Second  hand. 
Credit 

New  

Second  hand. 
Credit  .  . 

New.  !  
Second  hand. 
Credit  

New  

Second  hand. 
Credit  

New  

Second  hand. 
Credit  

New  

Second  hand. 
Credit  

New  

Second  hand. 
Credit  

New  
Second  hand. 
Credit  

New  

Second  hand  . 
Credit  

From  the  foregoing  table,  the  capital  and  maintenance  charges  can  be  easily  figured,  for  replac- 
ing old  rail  with  new  rail  or  old  rail  with  heavier  second  hand  rail  for  the  unit  prices  given. 

Example.  —  What  is  the  cost  of  renewing  80  lb.  with  new  85  lb.  rail  and  state  how  much  is 
chargeable  to  capital  and  how  much  to  maintenance? 

New  85  lb.  rail  and  fastenings  from  table $5021.36 

Credit  old  80         "     "  "  "        "    2981.22 

$2040.14  =  total  charge. 
Cost  of  new  85  lb.  rail,  etc.,  less  cost  of  new  80  lb.  rail,  etc., 

=  $5021.36  -  $4787.65  from  table  = 233.71  =  cap.  charge. 

Difference    $1806.43  =  maint'ce  charge. 

NOTE. — The  above  covers  rail  fastenings  only ;  to  the  maintenance  charge  would  be  added 
labor  replacing  and  any  tie  renewals. 


22 


SWITCH  TIES  FOR  VARIOUS  TURNOUTS. 


TABLE  14.  —  BILL  OF  SWITCH  TIES  FOR  VARIOUS.  TURNOUTS.     (C.  P.  R.) 


(10  or  11  ft.) 

15  or  16^  ft.  split  switches. 

Stub  switch.* 

Yard  split 

switch. 

Number  of  pieces  required  for  each  turnout. 

Number  of  pieces  for  each 
turnout. 

Size  and  length 
of  ties. 

Frog  numbers. 

Frog 
numbers. 

Frog 
numbers. 

No.  7. 

No.  8. 

No.  9. 

No.  10. 

No.  11. 

No.  12. 

No.  7. 

No.  9. 

No.  7. 

No.  9. 

7X9      8  0 

3 

3 

3 

3 

3 

3 

3 

3 

7X9      8  6 

9 

10 

10 

10 

10 

10 

9 

9 

6 

7 

7X9      9  0 

6 

6 

6 

6 

6 

5 

4 

6 

5 

6 

7X9      9  6 

3 

3 

4 

5 

6 

6 

4 

4 

3 

4 

7X9    10  0 

3 

3 

4 

4 

5 

6 

3 

4- 

2 

3 

7X9    10  6 

3 

3 

3 

4 

3 

3 

2 

4 

2 

3 

7X9    11  0 

2 

3 

3 

3 

4 

4 

3 

3 

2 

3 

7X9    11  6 

2 

2 

3 

3 

3 

4 

2 

2 

2 

2 

7X9    12  0 

2 

2 

2 

3 

3 

3 

2 

3 

2 

2 

7X9    12  6 

2 

3 

3 

3 

3 

4 

2 

3 

2 

3 

7X9    13  0 

2 

2 

3 

3 

4 

4 

2 

3 

3 

3 

7X9    13  6 

2 

*3 

3 

3 

3 

4 

2 

3 

2 

3 

7X9    14  0 

2 

2 

2 

3 

3 

3 

3 

2 

2 

2 

7X9    14  6 

2 

2 

2 

2 

3 

3 

2 

3 

2 

3 

7X9    15  0 

2 

2 

2 

3 

3 

3 

1 

1 

7X9    15  6 

2 

2 

3 

2 

2 

3 

7X9    16  0 

3* 

2 

3 

2 

2 

2 

"2 

"2 

Total  

50 

53 

59 

62 

66 

70 

41t 

50f 

40 

49 

Lineal  feet  .  .  . 

557| 

587 

662i 

692 

739^ 

793| 

445| 

546 

438| 

537| 

Feet  B.  M.  .  .  . 

2927 

3082 

3478 

3633 

3882 

4166 

2339 

2867 

2302 

2822 

*  Totals  for  stub  switch  turnouts  do  not  include  headblock.    One  8"  X  14"  X  15'  required  for 
ich. 

TABLE  14a.  —  APPROXIMATE  COST  OF  SWITCH  TIES. 
SWITCH  TIES  (15  OB  16^  FT.  SPLIT  SWITCHES). 


Number  of  turnout. 

F.  B.  M. 

Approximate  cost. 

$22  per  M. 

$25  per  M. 

$30  per  M. 

$35  per  M. 

7..                            C.  P. 

2,927 
3,082 
3,269 
3,478 
3,633 
3,882 
4,166 

$65 
68 

72 
76 
80 
86 
92 

$74 
77 
82 
87 
91 
97 
104 

$88 
93 
98 
104 
109 
117 
125 

$103 

108 
115 
122 
128 
136 
146 

8  C.  P. 

9...     N.  Y.  C.  &H.  R. 
9                               C  P 

10                               C  P 

11..                            C.  P. 

12....                        C.  P. 

SLIP  SWITCH  TIES. 


Number  of  turnout. 

F.  B.  M. 

Approximate  cost. 

$22  per  M. 

$25  per  M. 

$30  per  M. 

$35  per  M. 

7  C  P 

4,600 
5,828 
6,900 
7,182 
10,064 

$102 
129 
152 
158 
222 

$115 
146 
173 
180 
252 

$138 
175 
207 
216 
302 

$161 
204 
242 
251 
352 

8                    AREA 

9                               C  P 

11..   ..          AREA 

16  A.  R.  E  A 

SWITCH  TIES  FOR  VARIOUS  CROSSOVERS. 


23 


TABLE  15.  — BILL  OF  SWITCH  TIES  FOR  VARIOUS  CROSSOVERS  AND 

TRACK  CENTERS. 
NUMBER  OF  PIECES  REQUIRED  FOR  EACH  CROSSOVER. 


22  ft.  split  switch. 
Xo.  11  crossover  (A.  R.  E.  A.). 

15  or  16J  ft.  split  switch. 
No.  8  crossover  (A.  R.  E.  A.). 

15  or  16J  ft.  split  switch. 
No.  7  crossover  (C.  P.  R.). 

Centers  of  tracks. 

13ft. 

Centers  of  tracks. 

13ft. 

Centers  of  tracks. 

16ft. 

In.       Ft.  In. 

In.        Ft.  In. 

In 
7X 
He 

7X 
7X 
7X 
7X 
7X 
7X 
7X 
7X 
7  X 
7  X 
7X 
7X 
7X 
7X 
7X 
7  X 
7X 
Total. 
Lineal 
FeetB 

Ft.  In. 
9  X  16   01 
adblocks.    J 
Ties. 
9X80 
9X86 
9X90 
9X96 
9  X  10   0 
9X  10   6 
9X  11    0 
9X  11    6 
9X  12   0 
9  X  12   6 
9X  13   0 
9X  13   6 
9X  14   0 
9X  14   6 
9  X  15    0 
9X  15   6 
9X  16   0 

4 

6 
16 
12 
6 
4 
6 
4 
4 
6 
4 
4 
6 
4 
4 
4 
4 
4 

Ties. 
7  X9X    9    0 
7X9X    9    6 
7  X  9  X  10   0 
7  X  9  X  10    6 
7X9X  11    0 
7  X  9  X  11    6 
7  X  9  X  12    0 
7  X  9  X  12    6 
7  X  9  X  15    0 
7  X  9  X  21    6 

24 
20 
16 
10 
10 
10 
6 
8 
4 
32 

Ties. 
7  X  9  X    9    0 
7X9X    9    6 
7  X  9  X  10   0 
7  X  9  X  10    6 
7X9  X  11    0 
7  X  9  X  11    6 
7  X  9  X  12    0 
7  X  9  X  12    6 
7  X  9  X  15    0 
7  X  9  X  21    6 

16 
14 
10 

8 
6 
6 
6 
6 
4 
24 

Total  
Lineal  feet  
FeetB.  M  

140 
1816 
9534 

Total 

100 

102 
1161 
6095 

Lineal  feet  
Fee'tB.  M  

feet  
.  M  

6925 

Distance  between! 
theor.  points  of 
frogs    measured 
parallel  to  main 
track  rails.          J 

38'  3" 

27'  7i" 

45'  6J" 

15  or  16|  ft.  split  switch. 
No.  9  crossover  (C.  P.  R.). 

Stub  switch. 
No.  9  crossover  (C.  P.  R.). 

Centers  of  tracks. 

13ft. 

14ft. 

15ft. 

Centers  of  tracks. 

13ft. 

14ft. 

15ft. 

In.       Ft.  In. 
7  X  9  X  16   0 
Headblocks. 
Ties. 
7X9X    8   0 
7X9X    8   6 
7  X9  X    9   0 
7  X9  X    9   6 
7  X  9  X  10   0 
7  X  9  X  10   6 
7X9X  11    0 
7  X9  X  11    6 
7  X  9  X  12   0 
7  X  9  X  12   6 
7  X  9  X  13   0 
7  X  9  X  13   6 
7  X  9  X  14   0 
7  X  9  X  14   6 
7  X  9  X  15   0 
7X9X21    0 
7  X  9  X22   0 
7  X  9  X  23    0 

Total  
Lineal  feet  
Feet  B.  M  

4 

6 
16 
14 
10 
8 
6 
6 
4 
6 
4 
6 

4 

6 
16 
14 
10 
8 
l< 
6 
4 
6 
4 
6- 
8 
4 

4 

6 
16 
14 
10 
8 
6 
6 
4 
6 
4 
6 
8 
4 
6 
4 

"  5  " 

In.        Ft.  In. 
Ties. 
7X9X    8    6 
7  X  9  X    9    0 
7X9X9    6 
7  X  9  X  10   0 
7  X  9  X  10    6 
7  X9  X  11    0 
7X9X  11    6 
7  X  9  X  12    0 
7  X  9  X  12    6 
7  X  9  X  13   0 
7  X  9  X  13    6 
7  X  9  X  14    0 
7  X  9  X  14    6 
7  X  9  X  15   0 
7  X  9  X  21    0 
7X9X22    0 
7  X  9  X  23    0 
Total  of  7"  X  9"  ties.. 
Lin.  ft.  of  7"  X  9"  ties. 
F.B.  M.  of  7"  X  9"  ties 

18 
8 
8 
6 
4 
6 
4 
4 
4 
4 

18 
8 
8 
6 
4 
6 
4 
4 
4 
4 
4 
6 

18 
8 
8 

13 

7 

'"3" 

17 

'"9" 

79 
938 
4925 

83 
957 
5024 

87 
990 
5198 

107 
1281 
6725 

111 
1286 
6752 

117 
1350 
7088 

8"X 
Lint 
Fee 

Headblocks. 
14"  ties  15'  0".... 
?al  feet 

2 
30 
280 

2 
30 
280 

2 
30 
280 

tB.  M  

F.  B.  M.  of  all  ties.... 

5205 

5304 

5478 

Distance  between 
theor.  points  of 
frogs    measured 
parallel  to  main 
track  rails. 

31'  10H" 

40'  101" 

49'  10" 

24'  7&" 

31'  7" 

38'  OA" 

24     COST  OF  BUILDINGS  AND  MISCELLANEOUS  STRUCTURES. 


CHAPTER   II. 
STRUCTURAL   MATERIAL   AND   ESTIMATES. 

TABLE   16.    BUILDINGS  AND  MISCELLANEOUS. 

(C.  P.  R.  estimating  prices,  1915.) 

The  following  prices  for  buildings  are  an  average  of  a  number  built  on 
Eastern  Lines  under  normal  conditions  with  ordinary  foundations,  and  are 

intended  only  as  a  guide;  when  estimating,  the  figures  must  be  checked  by 
local  officers  and  may  be  varied  to  suit  actual  conditions. 

(A)  Ash  pits,  two  track  (drain  not  included) $3,750. 00 

Ash  pit,  30  ft.  long,  concrete  with  firebrick  lining 400. 00 

(B)  1  boiler  and  stack  (1-100  H.  P.)  with  foundation  and  con- 

crete supports 2,500.  00 

2  boilers  and  stack  (2-100  H.  P.)  with  foundation  and  con- 
crete supports 5,000.  00 

Boiler  house  and  machine  shop  (equipment  not  included)  .  . .  10,000. 00 

Bunk  house  No.  1 4,500.  00 

"      portable 300. 00 

"      No.  3 600.00 

No.  4 1,000.00 

(C)  Coaling  plant,  two  track  complete  with  approach 13,500.  00 

three                                                    16,500.00 

Cottages   (double),   concrete  foundation    (no  drainage  in- 
cluded)    7,500. 00 

Charcoal  house 500. 00 

Coal  and  oil  house 250.  00 

Commercial  coal  shed 600.  00 

Cattle  guards,  per  set,  for  single  track 16.  00 

(D)  Depot  scales,  3  ton 275.00 

(E)  Engine  house  (85  ft.),  drain  not  included,  per  stall. .-.  .  3,500.  00 

"      (90ft.)      "                              "      "      3,750.00 

Electric  light  standards  for  station  platforms,  each  (no  wiring) 

Type  A 50.  00 

Type  B 30. 00 

Type  C 15. 00 

(F)  Freight  shed,  50  ft.  any  floor/per  square  foot  ...  1. 35 

40ft.     "        "                                1.45 

30  ft.  with  continuous  sliding  doors,  any  floor .  1 .  60 

30  ft.  with  platform,  any  floor,  per  square  foot  1.  50 

Fencing  —  7  wire  fence,  per  rod 0.  75 

Permanent  snow  fence,  per  foot 0. 35 

Portable         "                     "       0. 25 

Corrugated  iron,  not  including  painting,  per  foot  1. 50 

(G)  Gates,  pipe  braced  farm  gates,  each  in  place 5  00 

Wire                          "         "      "      "      4. 25 

(I)    Ice  house,  No.  2,  without  high  platform. : .  .  1,300  00 

No.  2,  with                        "      1,750. 00 

Inspection  pit  (concrete)  for  single  track 1,000. 00 

(M)  Machine  shop  and  boiler  house  (equipment  not  included).  10,000.00 


COST  OF  BUILDINGS  AND  MISCELLANEOUS  STRUCTURES.     25 

TABLE  16  (Continued).  —  BUILDINGS  AND  MISCELLANEOUS. 

(P)  Pump  house  No.  2  (not  including  pump,  boiler  or  stack)  . .  $700. 00 

Privy  No.  2 75. 00 

Privy  for  passenger  stations 130. 00 

"       "    section  houses 100. 00 

Paving,  scoria  blocks  on  sand  bed,  jointed  with  sand,  per  sq. 

yard .••-.. .-  •  2-40 

"      scoria  blocks  on  concrete  foundation,  jointed  with 

sand,  per  sq.  yard 3. 40 

"      scoria  blocks  on  concrete  foundation,  jointed  with 

cement,  per  sq.  yard 3. 50 

"      granite  sets  on  sand  bed,  jointed  with  sand,  per  sq. 

yard .-•••;•. •  •  2-  °° 

"      granite  sets  on  concrete  foundation,  jointed  with 

sand,  per  sq.  yard 3. 00 

"      granite  sets  on  concrete  foundation,  jointed  with 

cement,  per  sq.  yard 3. 25 

(S)  Stand  pipe  (10  in.)  with  pit,  not  including  supply  pipe  or 

drainage 700. 00 

Sand  house  for  two  tracks 1,800. 00 

"       "three     " 2,000.00 

Scales  track,  100  ton  (complete  but  no  drainage  included)  3,750. 00 

depot,  3  ton 300. 00 

"       wagon,  10  ton,  with  compound  beam  scales 600. 00 

Store  and  oil  house  No.  7,  30  ft.  X  60  ft.,  with  Bowser  equip- 
ment, air  hoist 6,500. 00 

Store  and  oil  house  No.  8,  30  ft.  X  30  ft.,  with  Bowser  equip- 
ment, air  hoist 4,500. 00 

Store  and  oil  house  No.  9,  20  ft.  X  30  ft.,  with  Bowser  equip- 
ment, air  hoist 3,750. 00 

Section  house  No.  2  —  single 1,200. 00 

"      No.  4,—     "      1,900.00 

"      No.  3  —  double 4,200. 00 

Stations  (No.  2),  concrete  foundations,  hot  water  heating 

and  electric  light  (no  furnishings  included) 7,000. 00 

Stations  (No.  5),  concrete  foundations,  hot  water  heating 

and  electric  light  (no  furnishings  included) 5,000. 00 

Stations  (No.  6),  concrete  foundations,  hot  water  heating 

and  electric  light  (no  furnishings  included) 900. 00 

Station,  portable : 600. 00 

Station  platforms,  wood,  per  square  foot 15c.  to  18c. 

concrete,  per  square  foot 20c.  to  30c. 

high  freight,  wood,  per  square  foot 18c.  to  25c. 

Shelter,  not  enclosed                 50  ft.  X  8  ft.  platform 350. 00 

"       semi-enclosed                50  ft.  X  8  ft.        "         400. 00 

"       No.  2  semi-enclosed     50  ft.  X  8  ft.        "         600. 00 

"        No.  2  enclosed              50  ft.  X  6  ft.        "         275.00 

"       No.  3  enclosed              60  ft.  X  6  ft.        "         550. 00 

special  semi-enclosed  50  ft.  X  8  ft.  260. 00 

(T)  Tank  40,000  gallon,  erected  complete .  .  3,500. 00 

"     60,000                                           4,500.00 

Turntable  (80  ft.)  with  circle  wall  and  pier  (no  drain  in- 
cluded)   9,000.00 

Track  scales,  100  ton  (complete  but  no  drainage  included)  3,750.00 

Tool  house  No.  2,  single 90. 00 

"       double  175.00 

No.  3  (for  maintainers  of  automatic  signals) ...  180. 00 

(W)  Wagon  scales,  10  ton,  with  compound  beam  scales 600. 00 


26     PRELIMINARY  ESTIMATING  PRICES  FOR  BUILDINGS. 


TABLE  17.  —  BUILDINGS. 

PRELIMINARY  1915  ESTIMATING  PRICES  FOR  AVERAGE  STATION  WORK. 
The  figures  given  include  labor  and  material  for  the  work  in  place. 


Excavation: 

Piling,  cu.  yd $0.50 

Cone,  piles,  first  20  ft.  per  ft 1 .00 

"        "      additional  length  per  ft. ..  0.80 

Brickwork: 

Brick  in  wall  (common)  per  M 19 . 00 

"      ext.  face  per  M 45.00 

"      int.     "     perM 60.00 

Concrete  Work: 

Concrete  1:2:3,  plain,  cu.  yd 6.00 

"                "       reinforced,  cu.  yd. ..  12.00 

tile  reinforced,  sq.ft.  0.30 

fill  cinder,  cu.  ft 0 . 12 

"        slabs  on  hy.  rib  metal  (2  in.), 

sq.  ft 0.10 

Cement  finish  (1  in.),  sq.  ft 0 . 07 

Granolithic  sidewalk  cone.  &  topping, 

sq.  yd 1.80 

Terra  Cotta  Work: 

Terra  cotta  (3  in.)  sq.  ft 0.11 

»    "          "      (4  in.)        "      0.12 

"      (6  in.)        "      0.15 

"      (Sin.)       "      0.17 

"      (12  in.)     "      0.25 

Stonework : 

Granite  ashlar,  sup.  ft 1 .25 

cut  &  molded,  cu.  ft...  3.00 

Limestone  ashlar,  sup.  ft 1 . 00 

"          cut  &  moulded,  cu.  ft 2 . 25 

Structural  Steel: 

Structural  steel  (delivered),  per  Ib. .  .  .  0.4J 

(delivered  &  erected), 

perlb 0.5J 

Plaster  Work: 

Metal  furring,  not  including  lath,  sq.  ft.  0 . 03 

Metal  furring,  including  lath,  sq.  ft. .  .  0.06 

Corner  bead  in  place,  lin.  ft 0 . 06 

Plaster  on  metal  lath,  3  coats,  sq.  yd.  0 . 40 

"    terra  cotta,  2  coats,  sq.  yd.  0.35 
molded    work,     incl.     furring, 

sq.  ft 0.45 

Plaster  (cement),  3  coats,  sq.  yd 0. 50 

1  coat,  sq.  yd 0.30 

Marble  Work: 

Marble  dado  &  partition,  sq.  ft 1 . 25 

"      floors,  sq.  ft 0.60 

"      base,  sq.  ft 1.00 


Floors  and  Roof  Work: 

Terrazzo,  cover  only,  sq.  f t 

Mastic  cushion  type  cover  only,  sq.  ft. 

Bitumen  cover  only,  sq.  ft 

Wood  under  floors,  M 

sleepers,  M 

Roof  framing,  M 

"     sheathing,  M 

Oak  floors  laid  &  scraped,  sq.  ft 

Birch  floors  laid  &  scraped,  sq.  ft 

Copper  cornice,  lin.  ft 

Copper  roofing,  square 

Composition  roof  laid,  square 

Carpentry  and  Joiner  Work: 

D.  H.  frame  &  sash  wood,  daylight 
opening,  sq.  ft. 

Casement  frame  &  sash,  daylight 
opening,  sq.  ft 

Interior  frames  &  sash,  daylight  open- 
ing, sq.  ft 

Door  &  transom,  pine,  each 

oak,  each 

"  with  trim,  pine,  each. 
"  "  oak,  each. 

Door  without  transom  with  trim,  pine, 
each 

Door  without  transom  with  trim,  pine, 
each 

Base  set,  lin.  ft 

Chair  rail,  set,  lin.  ft 

Picture  mold,  set,  lin.  ft 

Wainscot,  sq.  ft 


$0.20 

0.22 

0.10 

30.00 

35.00 

30.00 

30.00 

0.25 

0.11 

1.00 

38.00 

5.00 


0.80 
0.70 

0.80 
18.00 
20.00 
22.00 
25.00 

20.00 

22.00 
0.30 
0.15 
0.10 
1.25 


Glazing  Work: 

Plate  glass,  sq.  ft 0.50 

"          "      wire,  sq.  ft 0.90 

Glass,  silver  ripple,  sq.  ft 0 . 25 

26  oz.,  sq.  ft 0.25 

Skylights  inst'd  incl'g  glass  &  glazing, 

sq.ft 1.25 

Paint  Work: 
Stain  &  fill  (3  coats  varnish  &  finish), 

sq.  yd 0.50 

3  coats  lead  &  oil,  sq.  yd 0.30 

Canvas  dado  &  3  coats  lead  oil,  sq.  yd. . .  0 . 70 

Metal  weather  strip  in  place,  lin.  ft.. . .  0. 10 

Timber: 

White  pine  boards  per  M $27  to  $32 

Hemlock  &  chestnut  boards  per  M.    18  to    20 

Douglas  fir  boards  per  M 30  to    37 

Yellow  poplar  boards  per  M 50  to    68 

Red  or  gulf  cypress  boards  per  M. .     43  to    63 


BUILDING  LOADS  AND  WORKING  PRESSURES. 


27 


Building  Construction. 

TABLE   18.— BUILDING  LIVE  LOADS  AND  SAFE  BEARING  VALUES. 


Classes  of  buildings 

Live  loads  in  pounds. 

Distributed 
•loads. 

Concen- 
trated 
loads. 

Load  per 
lineal  foot 
of  girder. 

Stations,  hotels,  boarding  houses,  etc  

a 
40 
60 
40 
80 
70 
40 
100 
120  up 
300  up 
200  up 
100 
100 
40 

6 

2,000 

'"5,666" 
5,000 
5,000 
8,000 
10,000 
Special 
Special 
Special 
2,000 
2,000 
5.000 

c 
500 

"'1666'" 

1000 
1000 
1000 

'  Special  ' 
Special 
Special 
500 
500 
1000 

Theaters,  churches,  schools,  etc.,  with  fixed  seats  
Ballrooms,  armories,  gymnasiums,  etc  
Stock  pens  stables,  carriage  houses 

Stores  and  light  manufacturing  

Sidewalks  in  front  of  buildings              

Freight  sheds  warehouses,  factories 

Power  houses  

Express  and  baggage  rooms  
Offices  

a  =  A  uniform  load  per  square  foot  of  area. 

6  =  A  concentrated  load  which  shall  be  applied  at  all  points  of  the  floor. 

c  =  A  uniform  load  per  lineal  foot  for  girders. 

The  maximum  result  is  to  be  used  in  calculations,  special  machinery  or  concentrations  to  be 
figured  when  such  occur. 

Crane  loads,  etc.:  For  structure  carrying  crane  loads,  traveling  conveyors,  etc.,  25  per  cent 
shall  be  added  to  the  stresses  resulting  from  such  live  load  to  provide  for  the  effects  of  impact  and 
vibrations. 

SAFE  BEARING  POWER  OF  SOILS. 


Kind. 

Minimum. 

Maximum. 

Allowable  pres- 
sure in  tons  per 
square  foot. 

Rock                                                            

10 

2000 

Hard  clay  and  firm  coarse  sand 

4 

Clay  in  thick  beds  always  dry  

4 

6 

Clay  in  thick  beds  moderately  dry 

2 

4 

Clay  soft 

1 

2 

1 

Clay  mixed  with  sand  

2 

Clay  dry  and  dry  sand 

3 

Gravel  and  coarse  sand  well  cemented  
Sand  compact  and  well  cemented  .  .  . 

8 
4 

10 
6 

2 

4 

Firm  coarse  sand  and  gravel  

6 

Quick  sand,  alluvial  soili,  etc  

* 

1 

Piles  Eng.  formula : 

P  =  Safe  load  on  piles  in  tons, 


2WH 
S  +  l' 


W  =  Weight  of  hammer  in  tons, 

H  =  Distance  of  free  fall  of  the  hammer  in  feet, 

S  =  Penetration  of  the  pile  for  the  last  blow  in  inches. 

(Factor  of  safety  6.) 

Firm  soil  to  rock  max.  load  not  to  exceed  20  tons  or  600  Ib.  per  square  inch. 
Wet  soil  to  rock  figure  as  cols,  with  max.  unit  stress  600  Ib.  properly  reduced. 


Working  pressures  in  masonry. 

Tons  per 
sq.  ft. 

Pressures  in  Ib.  per  square  inch. 

Tons  per 
sq.  ft. 

Brick  common  in  Rosendale  cement.  . 
Brick  common  in  Portland  cement  .  .  . 
Brick  hard  burned  in  Portland  cement 
Masonry  rubble  Rosendale  cement  .  .  . 
Masonry  rubble  Portland  cement  
Masonry    coursed    rubble    Portland 
cement  

10 
12 
15 
8 
10 

12 

Concrete  (Portland  cement)  
Concrete  (Rosendale  cement)  
Stonework  rubble  laid  in  Portland 
cement  ^  
Brickwork  laid  in  Portland  cement.  .  . 
Brickwork  laid  in  lime  mortar  
Granite 

230 
125 

140 
250 
110 
1000 

Masonry  first  class  sandstone  

20 

Limestone.  .  . 

700 

Masonry  first  class  limestone  

25 

Pedestals  .. 

250-300 

Masonrv  first  class  granite 

30 

Wall  plates' 

Concrete  for  walls: 

Brickwork  in  cement  mortar 

200 

Portland  Cement  1-2-5  
Portland  Cement  1-2-4 

20 
25 

Masonry  rubble  in  cement  mortar.  . 

200 
350 

Sandstone  first  class  

400 

Limestone  first  class    .  . 

500 

Granite  

600 

28 


ROOF  LOADS,   ETC.,   FOR  BUILDINGS. 

TABLE  18a.  — LIVE  AND  DEAD  ROOF  LOADS. 


Approximate  weight  of  roof  covering. 


Tar  and  gravel  (felt  and  asphalt  with  gravel) 

Prepared  roofing  or  asphalt  on  inclined  roof 

Shingles  with  building  paper  under 

Slates  on  laths 

Asbestos  slates  on  laths , 

Tile  flat 

Tile  corrugated 

Tin  (Canada  plate) 

Iron  (corrugated) 

1-in.  boarding 

Plaster  ceiling 

Felt  and  asphalt 

1-in.  gravel  or  stone  concrete  with  steel  reinforcement . 

1-in.  cinder  concrete  with  steel  reinforcement 

J-in.  skylights  with  gal.  iron  frames 

Steel  trusses 

Steel  purlins  and  connections 

Concrete  slabs 

Reinforced  concrete 


Least  pitch. 


in.  to  the  ft. 


i  span 
ispan 
ispan 


in.  to  the  ft. 
span 


Lb.  per 
square  foot. 


20 
10 
2 

1-2 

3-4 

8-10 

2 

13 

9 

8 

2-6| 
2-4 


Live  and  Dead  Loads  Combined. 


Lb.  per 
sq.  ft. 


Gravel  or  composition  roofing  on  boards,  flat  pitch,  3  to  12  or  less 

Gravel  or  composition  roofing  on  boards,  steep  more  than  3  to  12 

Gravel  or  composition  roofing  on  boards  3-in.  flat  tile  or  cinder  concrete. 

Corrugated  sheeting  on  boards  or  purlins 

Slate  on  boards  or  purlins 

Slate  on  3-in.  flat  tile  or  cinder  concrete 

Tile  on  steel  purlins 


ROOFS:  LIVE  LOADS. 

Flat  roofs  of  office  buildings,  hotels,  dwellings,  etc.,  which  are  likely  to  be  loaded  by  crowds 
of  people  shall  be  treated  as  floors  and  the  same  live  load  shall  be  as  specified  for  floors. 

Engine  houses,  train  sheds,  shops,  etc.,  shall  be  proportioned  to  carry  in  addition  to  their  own 
weight  a  live  load  representing  wind  and  snow  as  follows,  including  th%  possibility  of  a  partial 
snow  load  to  obtain  maximum  stresses. 


WIND  AND  SNOW. 

Snow: 

Flat  roofs  west  of  Fort  William  (hor.  proj.) 

Inclined  roofs  west  of  Fort  William  (hor.  proj.) 

Wind: 

Inclined  roofs  horizontal  pressure 

(Figure  for  normal  component.) 

NORMAL  PRESSURES  FOR  VARIOUS  ANGLES. 


Angle. 

Pressure. 

Angle. 

Pressure. 

5 
10 
15 
20 

.It 

14 

25 
30 
35 
40 
45 

17 
20 
23 
25 
27 

50 

29 

60 

30 

30 


Pressure  on  vertical  sides  of  buildings  30  Ib.  per  square  foot. 


DIMKNM'>\S   AND  WEIGHTS  RAILWAY   BRIDGES. 


29 


355,000  Iba 


Railway  Bridges. 


355,000  !bs 


130,000 


t      »WL 


«•!    I    I 
-a    g     g 


*M 


sf    sf    sf   sf     a"     g    g    §    §      gf    ?f    s 

o  o  o  o/o  OOOO  o  o  o  o 


L^J**'***  »**<&-  ^!«fik<-^i*sS- 

-10^0 
-48^0 


TABLE  19.  —  GENERAL  DIMENSIONS  AND   WEIGHTS    OF  C.  P.  R.   STANDARD 

SPANS  FOR  SINGLE  TRACK. 
Live  load  (coopers  E  50).    Impact  and  wind  as  per  specification. 


Description. 

Length 
over- 
all 
Steel 
work. 

Depth 
of 
girder 
or  truss 
back  to 
back. 

Distance 
C.toC. 

Distance 
to  base  of  rail. 

'tss 

(ind.  floor 
iron). 

To  un- 
derside 
of  steel- 
work. 

To 
bridge 
seat. 

Deck  I  span: 
13  ft  

Ft.  In. 

16     0 
17      6 

23    4 
33    0 
42  10 
53  10 
65    4 
74  10 
85    4 
102    9 

23    4 
33    0 
42  10 
53  10 
65    4 
74  10 
85    4 

102    9 
157    7 

Ft.  It 

1  8 
2  0 

3  Oi 
3  6i 
4  6; 
5  6\ 
6  Q\ 
7  Oi 
8  0^ 
10  Oi 

3  01 
3  61 
4  41 
5  01 
6  0\ 
7  Q\ 
801 

10  0^ 
27  0 

. 

Ft.  In. 

12  6  inner  Is 
17  6  outer  I8 

Ft.  In. 

9  0 
9  0 
9  0 
9  0 
9  0 
9  0 
9  0 
9  0 

13  0 
13  0 
13  0 
13  0 
13  0 
13  0 
13  0 

18  0 
19  0 

Ft.  In. 

2  3| 

27| 

4  2£ 
4  9| 
5  9| 
6  9| 
7  5 
8  5 
95| 
11  6i 

1  5| 
1  5| 
1  6| 
2  3| 
3  of 
42| 
51| 
42* 
45| 

Ft.    In. 

2    4} 
2    8£ 

4    4| 
4  11 
5  11 
6  11| 
7  10 
9    Of 
10    Of 
12    4| 

1    7f 
1    7| 
1    71 
2    4i 
3  10| 
4  10 
5    91 

5    0 

8    0 

Lb. 

6,000 
7,500 

14,300 
24,000 
35,000 
49,000 
73,000 
88,000 
115,000 
170,000 

14,500 
23,000 
37,500 
54,000 
77,000 
97,000 
112,000 

226,000 
430,000 

15ft 

Deck  P.  G.  span: 

20ft 

30ft. 

40ft.. 

50ft..    .    . 

60ft  

70ft 

80ft 

100ft 

Half  deck  P.  G.  span: 
20  ft.  . 

30ft.. 

40ft  

50ft 

60ft 

70ft. 

80ft. 

100ft.  thro'  P.  G.  span. 
150  ft.  thro*  truss  span. 

Dead  Load.  —  The  dead  load  consists  of  the  estimated  weight  of  the  entire 
suspended  structure.  Timber  assumed  to  weigh  4|  Ib.  per  foot  B.  M.,  ballast 
100  Ib.  per  cu.  foot,  and  rails  and  fastenings  150  Ib.  per  lineal  ft.  of  track. 

(C.  P.  R.  unit  prices,  1915.) 
Steel  Work  in  Bridges:  Cents 

Truss  spans  and  steel  trestles  erected,  per  pound 05f 

Plate  girder  spans  erected  "         05 

£wing  spans  (truss)  erected  07 

(plate  girder)  erected  06£ 

Credit  for  old  steel  spans  removed  "        01 


30 


ESTIMATING  WEIGHTS  OF  STEEL   TRESTLES. 


TABLE  20.  —  STEEL  TRESTLES. 

FORMULA  FOB  ESTIMATING  WEIGHT  OF  STEEL,  AMOUNT  OF  MASONBY  AND  PILES  FOR  VARYING 

CONDITIONS. 


355,000  Ibs. 


355,000  Ibs. 


200,000 


130,000 


200,000 


130,000 


s 


s'  s'  s'  s" 


_,          «,         «,        «        «  ,          ,  ,       J»  ,  S         S        S        §          «         «  g. 

^N^N^-XO  /      /^W^>W^\^^ 

C  XJCJCJ  o  o  o  ozn  LJLJULJ  o  o  o  o 


"(< 15LQ1 ^^9~^  ^—16-0- 

—48-0- 
56-0- 


-109-0 


Live  load  (coopers  E  50).    Impact  and  wind  as  per  specification. 

STEEL  TRESTLES 

UP  TO  125  FEET  HIGH 

WITH  60  FT.  &  45  FT.  SPANS 

*°  i 
Base  of  Rail  ^J,  B 


Weight  of  Steelwork  in  Pounds  =  CD  X  925  +  S  X  15.5 
Masonry  in  Cubic  Yards  =  CD  X  1 . 1  +  350 

Number  of  Piles  =  .5CD  +  100 

Floor  length  =  AB 


STEEL  TRESTLES 

OVER  100  UP  TO  150  FEET  HIGH 

WITH  40  FT.  &  80  FT.  SPANS 


Weight  of  Steelwork  in  Pounds  =  CD  X  1050  +  S  X  17.0 
Masonry  in  Cubic  Yards  =  CD  X  1  +  350 

Number  of  Piles  =  .5  X  CD  +  100 

Floor  length  =  AB 


Dead  Load.  —  The  dead  load  shall  consist  of  the  estimated  weight  of  the 
entire  suspended  structure.  Timber  shall  be  assumed  to  weigh  4|  Ib.  per 
foot  B.  M.,  ballast  100  Ib.  per  cu.  foot,  and  rails  and  fastenings  150  Ib.  per 
lineal  ft.  of  track. 


ESTIMATING  QUANTITIES,  WOODEN   TRESTLES. 


31 


TABLE  21.  — WOODEN  TRESTLES. 
15  feet  C.  to  C.  of  bents. 

FORMULA   FOR  ESTIMATING  QUANTITIES. 

Live  load  (coppers  E  50). 

WOODEN  TRESTLES 
1  5  FEET  C.  TO  C.  BENTS 


Timber  in  trestle  including  deck  =  170  AB  +  9.5  D  feet  board  measure. 
Iron        "        "  "  =  11.3  AB  +  .43  D  pounds. 

(  .55  AB  up  to  75  ft.  high. 

I  .  66  AB  above  75  ft.  high. 
Note.  — Where  piles  are  used  deduct  150  f.b.m.  per  pile. 

Dead  Load.  —  The  dead  load  shall  consist  of  the  estimated  weight  of  the 
entire  suspended  structure.  Timber  shall  be  assumed  to  weigh  4£  Ib.  per  foot 
B.  M.,  ballast  100  Ib.  per  cu.  foot,  and  rails  and  fastenings  150  Ib.  per  lineal 
ft.  of  track. 


WORKING  UNIT  STRESSES  FOR  STRUCTURAL  TIMBER. 

ADOPTED  BY  THE  AMERICAN  RAILWAY  ENGINEERING  ASSOCIATION. 

The  working  unit  stresses  given  in  the  table  are  intended  for  railroad  bridges  and  trestles. 
For  highway  bridges  and  trestles,  the  unit  stresses  may  be  increased  25  per  cent.  For  buildings 
and  similar  structures,  in  which  the  timber  is  protected  from  the  weather  and  practically  free  from 
impact,  the  unit  stresses  may  be  increased  50  per  cent.  To  compute  the  deflection  of  a  beam 
under  long  continued  loading  instead  of  that  when  the  load  is  first  applied,  only  50  per  cent  of 
the  corresponding  modulus  of  elasticity  given  in  the  table  is  to  be  employed. 

Unit  stresses  in  pounds  per  square  inch. 


Kind  of  timber. 

Bending. 

Shearing. 

Compression. 

Extreme 
fiber 
stress. 

Modulus 
of  elas- 
ticity. 

Parallel 
to  the 
grain. 

Longi- 
tudinal 
shear  in 
beams. 

Perpen- 
dicular 
to  the 
grain. 

Parallel 
to  the 
grain. 

Working  stresses 
for  columns. 

Average 
ultimate. 

Working 

stress. 

<J 

Average 
ultimate. 

Working 
stress. 

L  Average 
ultimate. 

Working 

stress. 

td 

11 

y- 

M 

•°  i 

|i 

Average 
ultimate. 

Working 

stress. 

Length 
under  15Xd. 

-d 
•*X 

"2 

Douglas  fir  
Longleaf  pine... 
Shortleaf  pine.  . 
White  pine  
Spruce  

6100 
6500 

•KilHJ 
4W> 
1800 

4  -'n;i 

I.;.,!. 

'.Mid 

5000 
4800 
1200 
5700 

1200 
i:-;oo 
1100 
900 
1000 
800 
900 
1100 
900 
900 
800 
1100 

1,510,000 
1,610,000 
1,480,000 
1,130,000 
1,310,000 
1,190,000 
1,220,000 
1,480,000 
800,000 
1,150,000 
800,000 
1,  '150,000 

690 
720 
710 

400 
600 
V.'O* 
670 
630 
300 
500 

840 

170 
180 
170 
100 
150 
130 
170 
160 
80 
120 

'216 

270 
300 
330 
180 
170 
250 
260 
270 

'270 

110 
120 
130 
70 
70 
100 
100 
100 

iio 

630 
520 
340 
290 
370 

"440 
400 
340 
470 
920 

310 
260 
170 
150 
180 
150 
220 
220 
150 
170 
230 
450 

3600 
3800 
3400 
3000 
3200 
.'.',00* 
3200* 
3500 
3300 
3900 
2800 
3500 

1200 

nou 

1100 
1000 
1100 
800 
1000 
1200 
900 
1100 
900 
1300 

900 
975 
825 
750 
825 
600 
750 
900 
675 
825 
675 
975 

1200  (1-1/60  d) 
1300  (1-1/60  d) 
1100  (1-1/60  d) 
1000  (l-J/60  d) 
1100  (l-J/60d) 
800  (1-1/60  d) 
1000  (1-1/60  d) 
1200  (1-1/60  d) 
900  (l-Z/60  d) 
1100  (1-1/60  d) 
900  (l-Z/60  d) 
1300  (1-1/60  d) 

Norway  pine.  .  . 
Tamarack  
Western  hemlock 
Redwood    .  .   . 

Bald  cypress  
Red  cedar  
White  oak  

Unit  stresses  are  for  green  timber  and  are  to  be  used  without  increasing  the  live  load  stresses 
for  impact.  Values  noted  *  are  for  partially  air  dry  timbers. 

In  the  formulas  given  for  columns,  I  =  length  of  column,  in  inches,  and  d  =  least  side  or  diam- 
eter, in  inches. 


32 


ELEMENTS  WOODEN  BEAMS. 


TABLE  21a.-  MOMENTS  OF  INERTIA  AND  SECTION  MODULUS  FOR 
WOODEN  BEAMS. 

VALUES  OF  /  (MOMENT  OF  INERTIA)  AND  S  (SECTION  MODULUS). 


Size, 
breadth 
by  depth, 
inches. 

Moment 
of  inertia, 
A  bd*. 

Section 
modulus, 

/VIA 

Size, 
breadth 
ay  depth, 
inches. 

Moment 
of  inertia, 
A  bd*. 

Section 
modulus, 
l  +  id. 

Size, 
breadth 
by  depth, 
inches. 

• 

Moment 
of  inertia, 
A  b&. 

Section 
modulus, 
J+iA 

2X2 

i 

5X9 

303.75 

67.50 

8X  15 

2250.00 

300.00 

2X3 

4*50 

3.00 

5X  10 

416.66 

83.33 

8X  16 

2730.67 

341.33 

2X4 

10.66 

5.33 

5X11 

554.58 

100.83 

8X17 

3275.33 

385.33 

2X5 

20.83 

8.33 

5X12     720.00 

120.00 

8X  18 

3888.00 

432.00 

2X6 

36.00 

12.00; 

5X13     915.41 

140.83 

2X7 

57.16 

16.33 

5X14 

1143.33 

163.33 

9X9 

546.75 

121.50 

2X8       85.33 

21.33 

5X15 

1406.25 

187.50 

9X10 

750.00 

150.00 

2X9     121.50 

27.00 

5X  16 

1706.66 

213.33 

9X  11 

998.25 

181.50 

2  X  10    166.66 

33.33 

9X12 

1296.00 

216.00 

2X  11    221.83 

40.33 

6X6 

108.00 

36.00 

9X  13 

1647.75 

253.50 

2X  12 

283.00 

48.00 

6X7 

171.50 

49.00 

9X  14 

2058.00 

294.00 

6X8 

256.00 

64.00 

9X  15 

2531.25 

337.50 

3X3 

6.75 

4.50 

6X9 

364.50 

81.00 

9  X  16 

3072.00 

384.00 

3X4 

16.00 

8.00 

6  X  10 

500.00 

100.00 

9X  17 

3684.75 

433.50 

3X5 

31.25 

12.50 

6  X  11 

665.50 

121.00 

9X  18 

4374.00 

486.00 

3X6 

54.00 

18.00 

6X12 

864.00 

144.00 

3X7 

85.75 

24.50 

6X13 

1098.50 

169.00 

10  X  10 

833.33 

166.66 

3X8 

128.00 

32.00 

6X14 

1372.00 

196.00 

10  X  11 

1109.17 

201.67 

3X9 

182.25 

40.50 

6X15 

1687.50 

225.00 

10  X  12 

1440.00 

240.00 

3X  10 

250.00 

50.00 

6X  16 

2048.00 

256.00 

10  X  13 

1830.83 

281.67 

3  X  11 

332.75 

60.50! 

6  X  17 

2456.50 

289.00 

10  X  14 

2286.66 

326.67 

3X  12 

432.00 

72.00 

6  X  18 

2916.00 

324.00 

10  X  15 

2812.50 

375.00 

3  X  13 

549.25 

84.50 

10  X  16 

3413.33 

426.27 

3X14 

686.00 

98.00 

7X7 

200.08 

57.16 

10  X  17 

4094.17 

481.67 

7X8 

288.66 

74.66 

10  X  18 

4860.00 

540.00 

4X4 

21.33 

10.66 

7X9 

425.25 

94.50 

4X5 

41.66 

16.66 

7X  10 

583.33 

116.66 

11  X  11 

1220.08 

221.83 

4X6 

72.00 

24.00 

7X11 

776.41 

141.16 

11  X  12 

1584.00 

264.00 

4X7 

114.33 

32.66 

7X  12 

1008.00 

168.00 

11X13 

2013.92 

309.84 

4X8 

170.66 

42.66 

7X13 

1281.58 

197.17 

11X14 

2515.33 

359,33 

4X9 

243.00 

54.00 

7X14 

1600.66 

228.66 

11  X  15 

3093.75 

412.50 

4X  10 

333.33 

66.66 

7X15 

1968.75 

262.50 

11  X  16 

3754.67 

469.33 

4X11 

443.66 

80.66 

7X16 

2389.33 

298.66 

11  X  17 

4503.58 

529.83 

4X  12 

576.00 

96.00 

7X17 

2865.91 

337.17 

11  X  18 

5346.00 

594.00 

4  X  13 

732.33 

112.66 

7X  18 

3402.00 

378.00 

4X  14 

914.66 

130.66 

12  X  12 

1728 

288 

4X  15 

1125.00 

150.00 

8X8 

341.33 

85.33 

12  X  13 

2197 

388 

4X16 

1365.33 

170.66 

8X9 

486.00 

108.00 

12  X  14 

2744 

392 

8X10 

666.66 

133.33 

12  X  15 

3375 

450 

5X5 

52.08 

20.83 

8X11 

887.33 

161.33 

12  X  16 

4096 

512 

5X6 

90.00 

30.00 

8X12 

1152.00 

192.00 

12  X  17 

4913 

578 

5X7 

142.91 

40.83 

8X13 

1464.66 

225.33 

12X18 

5832 

648 

5X8 

213.33 

53.33 

8X14 

1829.33 

261.33 

WEIGHT  OF  STEEL  IN  SUBWAYS. 


33 


Subways. 

TABLE  22.  — WEIGHT  OF  STEELWORK  AND  APPROXIMATE  COSTS. 
The  bridge  portion  of  the  subway  is  usually  built  of  steel  with  a  steel  and  concrete  floor;  or  of  re- 
inforced concrete  when  the  bridge  spans  are  comparatively  short;  or  a  combination  of  steel 
and  concrete  may  be  developed. 

WEIGHT  OF  STEEL  IN  SUBWAY  STRUCTURES. 

Steel  girders  and  steel  eye  beam  floor  (2  tracks,  13  ft.  c'ts).    Floor  beams  encased  in  concrete. 
Coopers  E  50  loading. 


Type 

A. 

B. 

C. 

D. 

Cone. 

Material. 

l-span  br. 
no  bents, 
Ib. 

2-span  br. 
center  bent, 
Ib. 

3-span  br. 
sidewalk 
bents,  Ib. 

4-span  br. 
sidewalk 
and  center 
bents,  Ib. 

in 
floor, 
cu.  yd. 

60  ft.  street  (area  1725  sq.  ft.). 

Girders,  outer.  .  . 

66,000 
60,000 
54,000 

36,000 
31,000 
54,000 
12,000 

39,000 
28,000 
54,000 
•20,000 

24,800 
17,600 
54,000 
25,500 

52 

Girders,  center  

Floor  

Bents  

Total  weight  

180,000 

133,000 

141,000 

121,900 

Weight  per  sq.  ft.  area  

105 

78 

82 

71 

66  ft.  street  (area  1900  sq.  ft.). 


Girders,  outer   .  . 

76,000 

48000 

50800 

29  200 

Girders,  center.  ... 

71,000 

38,000 

37  600 

21,200 

Floor  

60,000 

60,000 

60,000 

60000 

Bents  

12,000 

20,000 

26,000 

57 

Total  weight  

207,000 

158,000 

168,400 

136,400 

Weight  per  sq.  ft.  area  

109 

84 

89 

72 

80  ft.  street  (area  2250  sq.  ft.). 


Girders,  outer 

110000 

68000 

56  000 

35  600 

Girders,  center 

103000 

55000 

42  000 

27  400 

Floor 

72,000 

72000 

72000 

72  000 

Bents  

13,000 

20,000 

27,000 

69 

Total  weight  

285,000 

208,000 

190,000 

162,000 

Weight  per  sq.  ft.  area  

127 

93 

85 

72 

COST  or  VARIOUS  TYPES  OF  SUBWAYS,  STEEL  GIRDERS  AND  STEEL  EYE  BEAM  AND 
CONCRETE  FLOOR. 


Two  tracks,  13  ft.  c'ts.    Coopers  E  50  loading. 

Kind  of  bridges. 

60  ft.  street. 

66  ft.  street. 

80  ft.  street. 

For  two 
tracks. 

For  each 
addit'l 
track. 

For  two 
tracks. 

For  each 
addit'l 
track. 

For  two 
tracks. 

For  each 
addit'l 
track. 

Type  A  —  One  span  
Type  B  —  Two  spans  
Type  C  —  Three  spans  .  .  . 
Type  D  —  Four  spans  .  .  . 

$16,400 
15,000 

15,500 
14,900 

$6000 
5400 

5500 
5100 

$18,000 
16,500 
17,100 
16,000 

$6700 

5800 
6000 
5500 

$21,700 

19,200 
18,800 
17,800 

$8200 

6900 
6800 
6300 

Cost  of  concrete  subways. 


Kind  of  bridge. 

60  ft.  street. 

66  ft.  street. 

80  ft.  street. 

For  two 
tracks. 

For  each 
addit'l 
track. 

For  two 
tracks. 

For  each 
addit'l 
track. 

For  two 
tracks. 

For  each 
addit'l 
track. 

Type  D  —  Four  spans  .  .  . 

$12,500 

14200 

$13,400 

$4500 

$15,000 

S5300 

For  type  of  bridges  see  page  68. 


34 


WEIGHT  OF  STEEL  IN  HIGHWAY  BRIDGES. 


Highway  Bridges. 

TABLE  23.  — WEIGHT  OF  STEEL  AND  APPROXIMATE  COSTS. 
WEIGHT  OF  STEEL  IN  STREET  BRIDGES  OVER  THE  RAILROAD  WITHOUT  STREET  CARS. 


Width  of  street  and 
roadway. 

Span  and  number  of  tracks. 

Weight  of 
steel,  Ib. 

Remarks. 

E. 
& 

60  ft  st     36  ft  r'dway 

29  ft  span  over  2  tracks 

60,000 

F?, 

60  ft  st     36  ft  r'dway 

42  ft.  span  over  3  tracks 

95,000 

E3 

60  ft.'  st.    36  ft.  r'dway 

55  ft.  span  over  4  tracks 

166,000 

2  girders 

#4 

60  ft.  st.    36  ft.  r'dway 

55  ft.  span  over  4  tracks 

127,000 

3  girders 

#4 

60  ft.  st.    36  ft.  r'dway 

81  ft.  span  over  6  tracks 

300,000 

2  girders 

EG 

60  ft.  st.    36  ft.  r'dway 

81  ft.  span  over  6  tracks 

240,000 

3  girders 

EG 

WEIGHT  OP  STEEL  IN  STREET  BRIDGES  OVER  THE  RAILROAD  WITH  STREET  CARS. 


Width  of  street  and 
roadway. 

Span  and  number  of  tracks. 

Weight  of 
steel,  Ib. 

Remarks. 

>, 

E-i 

66  ft.  st.    44  ft.  r'dway 

29  ft.  span  over  2  tracks 

90,000 

E?, 

66  ft.  st.    44  ft.  r'dway 
66  ft.  st.    44  ft.  r'dway 
66  ft.  st.    44  ft.  r'dway 
66  ft.  st.    44  ft.  r'dway 
66  ft.  st.    44  ft.  r'dway 

42  ft.  span  over  3  tracks 
55  ft.  span  over  4  tracks 
55  ft.  span  over  4  tracks 
81  ft.  span  over  6  tracks 
81  ft.  span  over  6  tracks 

130,000 
238,000 
180,000 
410,000 
324,000 

2  girders 
3  girders 
2  girders 
3  girders 

E3 
#4 
#4 
EG 
EG 

ESTIMATED  COST  OP  STREET  BRIDGES  OVER  THE  RAILROAD.     (E.  N.  Bainbridge.) 


60  ft.  street. 

66  ft.  street. 

60ft. 
street. 

66ft. 
street. 

Description. 

Steel. 

Cone. 

Steel. 

Cone. 

Floor 
depth. 

Floor 
depth. 

$ 

$ 

$ 

$ 

1 
02 

1 

1 

02 

1 

£ 

£ 

J 

£ 

E2,  single  29  ft.  span  over  2  tracks 

12,900 

11,400 

15,100 

13,200 

3 

3i 

3 

3* 

E3,  single  42ft.  span  over  3  tracks 

14,700 

13,200 

17,100 

14,700 

4- 

5 

41 

5 

E4,  single  55  ft.  span  over  4  tracks 

17,800 

21,700 

4 

41 

E4,  single  55  ft.  span  over  4  tracks 

16,400 

19,600 

3 

3J 

EG,  single  81  ft.  spa-n  over  6  tracks 

24,200 

29,800 

4 

4* 

EG,  single  81  ft.  span  over  6  tracks 
F  2,  three  spans  over  2  tracks  
F4,  three  spans  over  4  tracks  
F  6,  three  spans  over  6  tracks  

22,000 
17,500 
20,500 
21,600 

14,200 
17,100 
18,200 

26,500 
23,700 
27,000 
28,200 

17,200 
20,400 
21,600 

CO  00  CO  CO 

Ico  oo  co  • 

N|MN|MtO|M  • 

| 

1 

For  type  of  bridges  E2.E3,  etc.,  see  page  95. 


CUBIC  YARDS  MASONRY   IN   RETAINING  WALLS.        35 


TABLE  24.— GRAVITY   RETAINING  WALLS. 
QUANTITIES  IN  CUBIC  YARDS  FOB  VARYING  HEIGHTS. 


36       QUANTITIES  IN  REINFORCED  RETAINING  WALLS. 


Notes: 


TABLE  25.  —  REINFORCED   RETAINING   WALLS. 


Earth  assumed  to  weigh  100  Ib.  per  cu.  ft.;  concrete,  150  Ib. 
Live  load,  135  Ib.  per  sq.  ft.  without  impact. 

Unit  stresses:  concrete  (1-2-4),  600  Ib.  per  sq.  m.  compression  shear,  50  Ib.  per  sq.  in.;  steel 
(square  twisted  bars  or  equivalent  deformed  section),  16,000  Ib.  per  sq.  in. 

f=15. 

On  clay  foundation  wall  to  be  anchored  against  sliding. 

3  in.  weep  pipes  to  be  provided  at  distances  not  greater  than  5  ft.  apart. 

At  least  18  in  of  broken  stone  backing  to  be  provided  to  facilitate  drainage. 


Concrete  in  Cu.  Yds. 


eliding 


:     i 

.    i     4 

e  «      r 

5    si 

5  |::;jj  ft 

g5     *       ||M 

•*  «£  ;!;;;; 

f11  $j         ^  \ 

r  "t.-                   \\ 

Z     IH.                                     \ 

>       g-M       ^ 

y 

o  ro  !! 

S 

H        » 

S    «  ;- 

<    g  _  

\ 

<    w 

>              10      

r      «  

''" 

ts    

y 

*0     

S 

s          1          i 

Steel  in  Pounds" 

(10  %  added  .for  splices) 

Height  in  feet  

8 

12 

16 

20 

24 

Toe  slab  reinfment.  . 

1"  sq.  bars: 

f  "sq.  bars: 

f  "  sq.  bars: 

f  "  sq.  bars: 

f"  sq.  bars: 

2'  6"  lg., 

3'  6"  lg., 

4'0"lg., 

5'  0"  lg., 

5'6"lg., 

12"  crs. 

12"  crs. 

10"  crs. 

12"  crs. 

6"  crs. 

Heel  slab  reinfment.. 

1"  sq.  bars: 

f"  sq.  bars: 

f"  sq.  bars: 

f"  sq.  bars: 

f  "  sq.  bars: 

3'  6"  lg., 

4'  9"  lg., 

6'  0"  lg., 

7'  0"  lg., 

8'  0"  lg., 

12"  crs. 

12"  crs. 

12"  crs. 

10"  crs. 

5"  crs. 

Vert,  wall  reinfment. 

|"  sq.  bars: 

f  "  sq.  bars: 

1"  sq.  bars: 

1"  sq.  bars: 

1"  sq.  bars: 

9'  0"  lg., 

13'0"lg.f 

17'  0"  lg., 

21'  0"  lg., 

25'  0"  lg., 

12"  crs. 

10"  crs. 

10"  crs. 

10"  crs. 

10"  crs. 

|"  sq.  bars: 

f  "  sq.  bars: 

7'  0"  lg., 

11'  0"  lg., 

10"  crs. 

10"  crs. 

A 

1'  2" 

1'  9" 

2'  4" 

2'  11" 

3'  5" 

B 

1'  4" 

1'  6" 

1'  8" 

1'  10" 

2'  0" 

C 

1'  4" 

1'  6" 

1'  91" 

2'  51" 

3'  111" 

D 

2'  3" 

3'  2" 

4'  1" 

4'  Hi" 

5'  10" 

E 

4'  9" 

6'  5" 

8'  21" 

10'  4" 

12'  41" 

Lb.  steel  per  ft  

30 

60 

120 

165 

222 

Cu.yd.  concrete  per  ft. 

0.51 

0.85 

1.20 

1.65 

2.22 

COST  OF  RAIL  AND  ARCH  CONCRETE  CULVERTS.       37 


TABLE  26.  —  APPROXIMATE  COST  OF  SINGLE  TRACK. 
RAIL  CONCRETE  CULVERTS  FOB  EXISTING  TRACK. 


Size  of  culvert. 

Exca- 
vation, 
cu.  yd. 

Sup- 
porting 
track. 

Con- 
crete, 
cu.  yd. 

Scrap 
rail, 
weight  in 

n>. 

Reinforc- 
ing bars, 
weight 
inlb. 

Removing  old 
structure. 

Approx. 
total  cost 
plus  10  per 
per  cent 
conting'cs. 

Width, 
ft. 

Height, 
ft>. 

4 

2 

100 

$100 

17.3 

2763 

160 

$50  to  $100 

$467.00 

4 

3 

100 

100 

22.8 

2875 

170 

50  to    100 

530.00 

4 

4 

125 

100 

28.3 

2987 

190 

50  to    100 

610.00 

6 

2 

125 

100 

20.8 

3360 

220 

75  to    100 

560.00 

6 

3 

125 

100 

25.8 

3472 

240 

75  to    100 

620.00 

6 

4 

150 

100 

31.8       3584 

260 

75  to    100 

705.00 

6 

5 

150 

100 

37.8  ,     3696 

280 

75  to    100 

775.00 

6 

6 

150 

100 

43.8 

3957 

300 

75  to    100 

870.00 

8 

3 

150 

150 

30.0 

3957 

280 

100  to    150 

770.00 

8 

4 

150 

150 

36.5 

4069 

310 

100  to    150 

845.00 

8 

5 

175 

150 

43.3 

4181 

340 

100  to    150 

940.00 

8 

6 

175 

150 

50.0 

4293 

370 

100  to    150 

1045.00 

8 

7 

175 

150 

57.6 

4555 

390 

100  to    150 

1130.00 

8 

8 

200 

150 

66.0 

4741 

420 

100  to    150 

1275.00 

10 

4 

200 

150 

41.2 

4667 

380 

100  to    150 

970.00 

10 

5 

200 

150 

48.7 

4779 

410 

100  to    150 

1060.00 

10 

6 

200 

150 

56.6 

4890 

450 

100  to  J50 

1170.00 

10 

7 

250 

150 

64.8 

5152 

480 

100  to    150 

1310.00 

10 

8 

250 

175 

73.4 

5339 

510 

100  to    150 

1435.00 

10 

9 

250 

175 

82.4 

5450 

550 

100  to    150 

1530.00 

10 

10 

250 

175 

92.2 

5563 

580 

100  to    150 

1640.00 

Unit  prices:  Concrete,  $10;  scrap  rail,  $18  per  ton;  reinf orcing  bars,  3plb.;  excavation,  75jfcu.  yd. 
For  types  see  under  culverts. 


TABLE  27.  —  APPROXIMATE  QUANTITIES. 
CONCRETE  ARCH  CULVERTS. 


Size  of 
arch,  ft. 

Concrete 
in  barrel, 
cu.  yd. 
per  foot. 

Concrete 
in  two  end 
walls, 
cu.  yd. 

Rip-rap, 
cu.  yd. 

Paving, 
sq.  yd. 

Formulae  for 
length  f.  to  f. 
H  =  top  of  invert 
to  bottom 
of  rail. 

Remarks. 

Ft.  In. 

Ft.  In. 

4 

0.5 

13.25           2.0 

8.0 

3H+    8  0 

-5     0 

„ 

5 

0.8 

20.00 

4.3 

13.0 

3H+    5  3 

-5     5 

6 

1.0 

29.00 

6.1 

18.3 

3ff  +    2  9 

-5    4 

7 

1.25 

41.00 

8.0 

24.0 

3tf  +    0  3 

-6    3 

*0 

8 

1.5 

57.2 

12.0 

33.0 

3#-    2  9 

-6    9 

J3 

10 

2.18 

84.0 

17.3 

52.0 

3#-    8  0 

-7    1\ 

g 

12 

2.9 

126.0 

24  15 

72.0 

3//-12  6 

-8    6 

h 

14 

3.9 

180.0 

33.5 

100.5 

3tf-18  0 

-P  11 

J> 

For  types  see  under  culverts. 


38 


BORING  TOOLS. 


TABLE  28.— LIST  OF  BORING  TOOLS  FOR  DISTRICT  ENGINEER'S  OFFICE. 


Description. 


Approximate 
Coat. 


1  set  of  shear  legs,  each  leg  15'  0"  long  X  4'  3"  painted  at  the  foot. 
Preferably   of   elm.     Connected   at   top   with    1    in.    diameter 

mild  steel  bolt  bent  to 'allow  legs  to  spread, $4. 50 

1-in.  diameter  mild  steel  shackle  suspended  from  above  described 

bolt 0.75 

16  fathoms  of  Manilla  rope  at  about  1.5  Ib.  per  fathom 2. 15 

1  set  of  double  blocks  to  take  same 5.00 

30  foot  of  2-in.  bore  W.  I.  pipe  in  6-ft.  lengths  with  connections 

complete 4 . 50 

1  3-ft.  length  of  same  pipe 0 . 45 

(Note.  —  Preferably  these  pipes  should  be  thick  enough  to  enable 
a  male  and  female  screw  joint  to  be  made  so  that  outside  diameter 
of  connected  pipes  may  be  same  throughout  length.) 
1  steel  cutting-  edge  to  screw  onto  end  of  pipe.     Edge  to  be  beveled 

from  the  inside  outwards 1 . 00 

1  collar  to  fit  on  top  of  pipe  for  driving  and  lifting  same.     (Sketch.)         1 . 25 


Blind  Holes  for  Bar 


Overall  Diam.  of  Collar  5" 


Inside  threaded  to  screw  onto  2  pipe 
for  a  depth  of  1" 


2  maple  levers  6  ft.  0  in.  long  for  getting  up  pipes.     (Sketch.) 


.!„. 


6  hard  wood  blocks  each  1'  0"  X  6"  X  3" 

1  100-lb.  weight  monkey  for  driving  pipes,  with  eye  bolt  in  top 
and  guiding  shaft  in  bottom.     (See  sketch.) 


V'Eyo  Bolt 


100  Ib.  Wgt.  W.I.  Monkey  5  diam.  x  about  11  long 
/*" 

„ ^ 

_JJ     Guide  Shaft  screwed  into 
This  face  to  be  ^        monkey  at  least  2  " 

machined  Shaft  turned  to  IJ/'bare  diam. 


BORING  TOOLS. 


39 


1  light  sling  chain  about  6  ft.  0  in.  long $  3 . 50 

2  pairs  of  pipe  tongs  for  above  pipes.     (Brock's  Patent  preferred.)  .  8.00 
40  ft.  of  |-in.  square  W.  I.  rods  with  steel  connections  at  ends  as  per 

sketch.. 14.00 


•  Steel  end  shut  on 
f  Not  leas  than  l"threaded  6  T.  per  In. 


Length  of  rods  6-fl  0  long,  1-4  0  long 


llnd. 


IMdiam.  ,, 
Female  tapped  | 
SteeLendl 


2  spanners  to  fit  square  rods.     (Sketch.) 


4  c- 


.Tapered  to  blunt  point 


go  onto  %"s<i.  rod 


2.25 


1  pair  handles  for  turning  rods.     (Sketch.) 

J^'bare  when  hard  up 


8.00 


'   t?x^^*-^/'^/e  Bolt  &  Xut 

T'O"                                                        > 

x"Rnd.x 

•*—  3—  »i                 n  " 

T+ri  —  i  4_  t-~~u  5 

J  ^    !         !    -r-  I  ^  » 

1  mild  steel  auger,  maximum  diameter  1|  in.  with  hardened  point 

and  connection  to  fit  onto  rods 5.00 

2  steel  drills  to  fit  onto  rods.     Chisel  pointed,  6  ft.  long,  width  of 

cutting  edge  1^  in 7.00 

1  sand  pump.     Outside  diameter  1|  in.,  with  connection  to  fit  onto 
rods.     Fitted  with  clack  valve  and  seat  and  opening  at  top  end 

to  allow  of  cleaning  out •    2. 50 

1  8-lb.  sledge  hammer  double  faced 2 . 00 

1  hand  hammer 0. 75 

1  maul 1 . 00 

1  adjustable  spanner 1 . 25 

1  shovel  (long  handle,  round  point) 1 . 50 

1  oil  can  and  feeder 0 . 50 

1  triangular  bastard  9-in.  file  (for  cleaning  threads,  etc.) 0.65 

2  cold  chisels 0. 60 

1  tool  box.     Inside  dimensions  6'  6"  X  9"  wide  X  1'  0"  deep,  com- 
plete with  lock 4.00 

Sundries,  such  as  cotton  waste,  planks,  etc 4.00 


40          COST  OF  RAILROADS  PER  MILE. 

i 

CHAPTER  III. 
COST   OF  RAILROADS. 

Cost  of  Railroads  per  Mile.  —  To  arrive  at  an  approximate 
cost  of  a  line  of  railroad  already  built  or  to  be  built,  by  taking  a 
sum  per  mile  from  a  record  of  the  actual  cost  of  other  lines  built 
in  the  same  territory  and  to  the  same  standards,  may  serve  very 
well  for  discussion  or  as  a  means  of  giving  an  idea  of  the  amount 
likely  to  be  involved,  but  it  is  no  criterion  that  it  will  be  even 
approximately  correct  in  the  final  analysis. 

To  show  how  varied  are  the  costs  per  mile  even  in  the  same 
state  or  province,  the  statements  shown  in  Tables  29  and  30  may 
be  compared,  from  which  it  will  be  noted  that  out  of  twenty-one 
items  and  a  dozen  different  lines,  hardly  two  figures  are  com- 
parable. There  are  many  reasons  for  this  but  the  principal  one 
is  due  to  the  fact  that  the  contours  and  physical  conditions  in  no 
two  cases  are  alike  even  when  the  lines  are  built  side  by  side. 

In  view  of  this,  when  estimating  the  cost  of  a  new  line  even 
very  approximately,  it  would  be  exceedingly  risky  to  base  it  on  a 
cost  per  mile  from  any  records  without  going  over  the  plans  and 
profiles  and  taking  out  the  quantities  and  ascertaining  prices  for 
labor  and  material  in  the  territory  in  which  the  line  is  to  be  built. 

*  Cost  of  the  Alaska  Central  Railroad,  54  Miles.  —  The  Alaska 
Central  runs  from  Seward,  a  deep  water  port  on  Resurrection 
bay,  which  is  about  in  the  center  of  the  south  coast  of  Alaska, 
north  toward  Fairbanks,  on  the  Tanana  river.  The  road  is 
standard  gage,  laid  with  65  Ib.  rails.  The  maximum  grade  is  1 
per  cent,  except  over  two  mountain  ranges,  where  it  is  2.2  per 
cent.  The  maximum  curvature  is  14  degs.  The  cuts  and  fills 
are  heavy  and  there  are  seven  tunnels  and  many  trestle  bridges. 

The  cost  of  54  miles  of  road  was  $3,230,000.  This  includes 
cost  of  organization,  but  not  cost  of  rolling  stock,  station  build- 
ings, docks,  office  fixtures,  etc.  The  cost  of  separate  sections, 
starting  from  the  terminus  at  Seward,  was  as  follows: 

7    miles  at  $20,000 .    . .     $140,000        2   miles  at    50,000 100,000 


9  "  40,000 . 

18  "  "  55,000. 

7  "  "  35,000. 

5  "  "  80,000. 


360,000  4      <  100,000 400,000 

990,000  f  "  tunnels 300,000 

245,000  If  "  approaches.  .  .  .  295,000 
400,000 


COST  OF  RAILROADS  PER  MILE.          41 

The  cost  per  mile  of  the  above  54  miles  was  $60,000.  De- 
ducting the  2J  miles  of  tunnels  and  approaches,  the  cost  per  mile 
of  52  miles  was  $51,000.  The  f  of  a  mile  of  tunnels  cost  at  the 
rate  of  $450,000  a  mile,  and  If  miles  of  approaches,  $177,000  a  mile. 

*  Cost  of  Cheboygan  Extension  D.  &  M.  Ry.,  23.46  Miles.  — 
The  Cheboygan  extension  of  the  Detroit  &  Mackinac  was  opened 
in  1904.  It  runs  from  Tower,  Mich.,  northwest  to  Cheboygan, 
23.46  miles. 

The  first  four  miles  of  road  from  Tower  is  across  an  open  plain. 
The  next  12  or  14  miles,  to  the  northern  end  of  Mullet  lake,  is 
through  slightly  hilly,  well-wooded  country,  with  short  stretches 
of  burnt  ground  and  swamp.  The  rest  of  the  route  is  in  rolling 
country,  most  of  which  is  cleared  land. 

The  road  is  single-track,  laid  with  70  Ib.  rail,  maximum  cur- 
vature 1  degree  and  maximum  grade  0.5  per  cent.  Good  gravel 
ballast  was  found  about  one  mile  from  grade.  There  was  no 
rock  work  and  the  bridge  and  culvert  work  was  light.  The 
largest  bridge  is  a  steel  structure,  130  ft.  span,  with  concrete 
abutments,  over  the  Cheboygan  river.  The  rest  of  the  work  is 
concrete. 

The  cost  of  the  23.46  miles  was  $323,526,  including  engineer- 
ing, grading,  clearing,  grubbing,  ties,  rails,  ballast,  bridges, 
trestles,  culverts,  track  fastenings,  frogs,  switches,  track  laying 
and  surfacing,  fencing  portions  of  right-of-way,  crossings,  cattle 
guards,  signs  and  other  expenses.  This  is  $13,790  per  mile. 
The  cost  of  station  buildings,  roundhouse,  telegraph  lines,  inter- 
lockers  and  signal  operators  was  $18,724,  or  $800  per  mile. 

The  railroad  lines  in  the  States  of  Minnesota,  Wisconsin  and 
Michigan  have  been  valuated  by  a  Commission  and  the  figures 
are  given  below  on  a  cost  per  mile  basis,  including  the  original 
cost  of  the  Gt.  N.  Ry.  by  W.  L.  Webb. 

The  valuation  figures  were  made  both  from  a  standpoint  of 
cost  of  reproduction  and  also  their  present  value  as  affected  by 
depreciation.  The  unit  figures  given,  however,  have,  in  some 
cases,  been  combined  and  interpolated  so  as  to  make  them  con- 
form with  the  present  I.  C.  C.  Classification  and  for  this  reason 
a  number  of  the  items  may  be  inaccurate.  However,  they  are 
near  enough  for  general  comparisons. 

*  Railroad  Age  Gazette,  Aug.  21st  and  Sept.  25,  1908. 


42 


VALUATION  COST  PER  MILE. 


TABLE  29.  — AVERAGE  COST  PER  MILE  OF  STEAM  RAILROADS. 


No. 

1 
2 
3 

4 

5 
6 
7 
8 
9 
10 
11 
12 
13 

14 

15 
16 
17 
18 
19 
20 
21 
22 
23 
24 
25 
26 
27 

Items. 

State  of 

Minne- 
sota, 1907. 
Valuation. 

Wiscon- 
sin, 1903. 
Valuation. 

Michigan, 
1900. 
Valuation. 

*Washington, 
Gt.  N.  Ry. 
488  miles. 
Original  cost. 

Engineering  •  etc 

$8,066 
9,637 
7,372 

318 
33 
2,576 

$3,552 
3,719 

>  5,098 

122 
2,372 

$4,153 

3,665 

2,778 

147 
1,027 

$3,463 

4,286 

12,441 

7,280 
4,318 

Land 

Grading 

Protect  work,  rip-rap,  retaining 
walls  .           

Tunnels  and  subways  
Bridges,  trestles  and  culverts.  .  . 
Elevated  structures  

Ties                      

2,303 

4,348 
992 
1,239 
703 

364 

1,529 
3,773 

980 

788 
447 

277 

1,426 
3,674 
680 
476 
839 

431 

1,198 
5,932 
943 

Rails                  

Other  track  material  

Ballast  

Track  laying  and  surfacing  
Right    of    way    fences,    cattle 
guards  and  signs  

593 
256 

Snow  and  sand  fences  and  snow 
shed  

Crossings  and  signs  (see  13)  . 

Station  and  office  buildings  
Roadway  buildings 

771 
690 
211 
95 
1,157 

476 
353 
161 
54 
610 

j      163 
260 

526 
158 
93 
39 
418 

204 

707 

"iis" 

|     258 
1,039 

Water  stations  

Fuel  stations 

Shops  and  engine  houses  
Grain  elevators 

Wharves  and  docks  

799 

166 

Coal  and  ore  wharves  

Gas,  steam  and  power  plants  .  .  . 
Telephone  and  telegraph  lines  .  . 
Signals  and  interlockers  

105 
185 
73 
2,710 

9 
19 
52 

427 

13 
33 
64 

188 

47 
"99i" 

Miscellaneous 

Total   cost  per  mile  without 
equipment  .... 

$44,707 

2,249 
871 
6,176 
175 
6 

$25,241 

1,342 
627 
3,630 
70 
0 

$21,739 

1,155 
408 

2,527 
89 
220 

$44,412 

Equipment: 
Locomotives  

Passenger  equipment  

Freight  car  equipment  
Miscellaneous  equipment.  .  .  .  . 
Marine  equipment.  . 



Total  average  cost  per  mile 
including  equipment  

........ 

$54,184 

$30,910 

$26,138 

*  The  high  cost  of  grading  tunnels  and  bridges  is  due  to  the  mountainous  character  of  the 
country.    One  tunnel  13,813  feet  long  cost  about  $184  per  foot  or  a  total  of  $2,524,212. 


COST  OF  RAILROADS  PER  MILE. 


43 


TABLE  30.  — AVERAGE  COST  PER  MILE  OF  STEAM  RAILROADS. 


State  or  Province  

Ontario. 

Mani- 
toba. 

Saskatchewan. 

Miles  built  

182  M. 

16.  3  M. 

17.7M.I57.9M. 

25  M. 

15  M. 

145  M. 

Name  of  railway  

Y. 

X. 

w. 

V. 

T. 

S. 

Date  built  

1912-14 

.  1912-13. 

1910-11. 

1911-12. 

1914. 

1914. 

1914. 

Items. 

I 

Engineering  

$2,765 
8,188 
23,231 
13,560 
3,371 
6,275 
268 
1,532 
4,007 
738 
81 
379 
669 
1,875 
597 
1,119 
86 
710 

$1,822 
5,979 
22,795 
5,673 
1,896 
4,677 
98 
1,352 
2,344 
771 
73 

'  '  873 
657 

$607 
3,234 
6,883 
8,326 
1,718 
5,214 
275 
1.367 
3,106 
618 
55 
887 
404 
1,401 

419 
'    426 

$1,312 
3,817 
13,953 
5,102 
2,034 
4,521 
136 
1,439 
2,653 
669 
57 
264 
409 
420 

'  '  472 
'   '183 

$477 
470 
2,390 
263 
3,205 
2,010 
55 
1,537 
2,459 
394 
24 

'  '  288 
'   25 

'"50 
"4 

$623 
523 
3,563 
1,366 
3,062 
2,258 
62 
1,219 
1,831 
471 
8 

"  '  232 
28 

•  '  -J7 

'  '  272 

$801 
279 
6,994 
1,792 
4,187 
4,931 
94 
1,613 
4,534 
471 
24 

'  '  327 
315 
453 
588 
108 
662 
621 

R.  of  way  and  stn.  grounds.  . 

Grading 

Bridges,  trestles  and  culverts  
Ties  

Rails 

Frogs  and  switches  

Track  fastenings 

Ballasting,  t.  laying  and  surfacing 
Fences  .  :  

Crossings  and  signs 

Interlocking  and  signals  
Telegraph  lines  
Station  buildings  and  frt.  sheds  .  .  . 
Shops,  engine  houses  and  tools  
Water  stations    . 

'  '  265 

Fuel  stations  

Misc.  structures  

Operating  expenses 

Injuries.  .  .  .  ."  

5 

60 

3 
36 

Other  expenses  

44 

25 

49 

65 

106 

Total  cost  per  mile  

$69,500 

$49,300 

$35,000 

$37,500 

$13,700 

$15,600 

$28,900 

Bridge  loading  

210% 
0.4% 

85  Ib. 

210% 
1% 
10° 
85  Ib. 

210% 
»'*? 

85  Ib. 

210% 
0.4% 

85  Ib. 

180% 
0-3% 

56  Ib. 

210% 

i* 

65  Ib. 

210% 

°-f* 

65  Ib. 

Ruling  grade 

Max.  curve  

Weight  of  rail  

Classification  by  traffic  

A 

A 

A 

A 

C 

B 

B 

State  or  Province  

Sask.& 
Alta. 

Alberta. 

British 
Col. 

Miles  built  

195  M. 

25  M. 

75  M. 

27  M. 

100  M. 

Name  of  railway  

R. 

P. 

0. 

N. 

M. 

Date  built  

1914. 

1914. 

1914. 

1914. 

1914. 

Items. 

Engineering  . 

$1,023 
312 
11,956 
3,875 
2,152 
5,532 
142 
1,176 
3,541 
446 
51 

$1,210 
127 
19,419 
2,266 
1,081 
2,763 
108 
642 
1,141 
294 
132 

$583 
234 
5,807 
945 
1,888 
4,346 
20 
902 
1,915 
350 
35 

$755 
511 

4,399 
194 
645 
2,854 
77 
791 
2,583 
410 
39 

$1,430 
810 
17,939 
1,673 
1,373 
4,205 
64 
990 
3090 
496 
16 

R.  of  way  and  stn.  grounds  

Grading  

Bridges,  trestles  and  culverts 

Ties.. 

Rails  

Frogs  and  switches  

Track  fastenings     . 

Ballasting,  t.  laying  and  surfacing  

Fences  

Crossings  and  signs  . 

Interlocking  and  signals  

Telegraph  lines.  .  . 

423 
207 
268 
676 
65 
562 
Cr.    92 

181 
5 

240 
9 
14 
135 

385 
4 

345 
141 

Station  buildings  and  frt.  sheds  

Shops,  engine  houses  and  tools 

Water  stations  .  . 

6 

477 

Cr.'  '  '4 

301 

90 

Fuel  stations  

Misc.  structures  

520 
Cr.    12 

331 
Cr.  180 

108 

Operating  expenses 

Injuries  

Other  expenses  

85 

52 

59 

1 

30 

Total  cost  per  mile  

$32,400 

$29,900 

$18,000 

$14,100 

$32,800 

Bridge  loading  

210% 

o-J% 

80-85  Ib. 

210% 

o.sr. 

80  Ib. 

180% 
0.4% 

56  Ib. 

210% 

°-4% 

56-85  Ib. 

210% 
0.4% 
10° 
65  Ib. 

Ruling  grade  

Max.  curve  

Weight  of  rail  

Classification  by  traffic  

B 

B 

C 

B-C 

B 

44          COST  OF  RAILROADS  PER  MILE. 

In  the  statement,  Table  30,  the  lines  may  be  classified  some- 
what as  follows: 

A.  First  class  main  line  for  heavy  traffic  permanent  struc- 
tures and  heavy  rail  throughout  all  tie  plated. 

B.  First  class  branch  line  with  main  line  structures,  medium 
weight  rail  for  medium  traffic  likely  to  increase  to  main  line 
traffic  in  the  future. 

C.  Second  class  branch  line,  light  rail  for  light  traffic,  not 
likely  to  increase  to  any  great  extent. 


Live  Load  210$ 
25,000  50,000  50,000  50,000  50,000  35,000         43,600    42,600          42,500    42,500 

^~>  S~\  /^N  S~~\  4000  Ibs.  per  lin.  ft. , 

•ra    (0(0(0(0  .  co    cr 


(5)          (5) 
T    8'n'  ^rs'e^rs'e^rs'e'l     iQ'o"     I     9'o"  .|6'o°  I     IO'Q"     I  e'o"  I    e7^ 


Live  Load  180^ 

22,500     40,300  41,400  43,000  41,000        30,400  30,400   30,400  30,400 


Bridge  Loading  assumed  in  Table  30. 


A.  R.E.  A.  Classification  of  Railways. 

Class  "  A  "  includes  all  districts  of  a  railway  having  more  than  one  main 
track,  or  those  districts  of  a  railway  having  a  single  main  track  with  a  traffic 
that  equals  or  exceeds  the  following: 

Freight  car  mileage  passing  over  district  per  year  per  mile,  150,000;  or, 
Passenger  car  mileage  per  year  per  mile  of  district,  10,000;  with  maximum 
speed  of  passenger  trains  of  50  miles  per  hour. 

Class  "  B  "  includes  all  districts  of  a  railway  having  a  single  main  track, 
with  a  traffic  that  is  less  than  the  minimum  prescribed  for  Class  "A,"  and 
that  equals  or  exceeds  the  following: 

Freight  car  mileage  passing  over  district  per  year  per  mile,  50,000;  or 
Passenger  car  mileage  per  year  per  mile  of  district,  5,000;  with  maximum 
speed  of  passenger  trains  of  40  miles  per  hour. 

Class  "  C  "  includes  all  districts  of  a  railway  not  meeting  the  traffic  require- 
ments of  Classes  "  A  "  or  "  B." 


UNIT  PRICES  FOR  NEW  LINES.  45 

Unit  Prices.  —  The  foregoing  remarks  on  the  cost  of  railroads 
may  also  apply  to  unit  prices  for  construction  work  but  to  a 
lesser  degree  as  they  are  more  amenable  to  the  judgment  of  the 
engineer  who  uses  them.  The  extent  to  which  such  figures  may 
be  used  will  depend  entirely  on  the  knowledge  possessed  of  the 
character  of  work  in  hand  and  the  experience  of  the  estimator. 

The  classification  and  the  quantities  involved  in  grading  are 
very  important  as  they  are  subject  to  greater  variation  than  the 
structures  or  other  materials;  for  example  on  a  short  stretch  of 
the  Alaska  Railway  from  Mile  35  to  38  the  grading  varied  from 
38£  cents  to  $1.06  per  cubic  yard,  somewhat  as  follows: 

Mile  35  rock  fill  from  borrow,  average  haul  700  ft.;  4544  cu.  yd., 
cost  per  yd 1 . 06 

Mile  36  earth  fill  in  swamp,  from  borrow,  haul  3522-ft. ;  4488  cu.  yd., 

cost  per  yd 0. 38£ 

Mile  38  earth  fill  in  swamp,  from  borrow,  haul  4133  ft.;  5283  cu.  yd., 

cost  per  yd 0. 46£ 

On  the  above  work  no  steam  shovels  were  used,  all  excavation 
being  done  by  hand  labor.  On  Mile  35  the  rock  (a  hard  slate) 
a  3J  in.  steam  drill,  supplied  with  steam  by  a  10  H.  P.  boiler,  was 
used  and  material  hauled  in  1  cu.  yd.  cars.  On  Mile  36  and  38 
the  haul  was  made  in  10  car  lots,  hauled  by  two  horses. 

In  addition  to  the  units  given  in  Table  31  there  are  also  a  num- 
ber of  other  items,  such  as  right-of-way,  station  grounds,  inter- 
locking, signals,  telegraph  lines,  etc.,  which  have  to  be  con- 
sidered; there  are  also  the  items  of  supervision,  engineering,  etc., 
usually  covered  by  a  percentage  of  the  total  cost  which  ranges 
from  10  to  15  per  cent  on  an  average  as  follows: 

Engineering  and  supervision 3.0    to  4.0    per  cent 

Interest  during  construction 2.0    to  3. 25  per  cent 

Taxes  during  construction 0. 10  to  0. 25  per  cent 

Insurance % 0. 25  to  0.5    per  cent 

Organization  and  legal  expenses 2. 50  to  3.5    per  cent 

Contingencies 2.25  to  3.5    per  cent 

Total 10       to  15       per  cent 

The  following  unit  prices,  Table  31,  are  contract  figures  for  183 
miles  of  line,  built  1912-1914,  and  may  serve  to  give  an  idea  of 
unit  costs  and  the  various  items  that  have  to  be  considered  in 
construction  work. 


46 


UNIT  PRICES  FOR  NEW  LINES. 


TABLE  31.  — RAILWAY  CONSTRUCTION   UNIT  PRICES. 


Clearing 

Grubbing 

Solid  rock 

"        "   borrow. .  . 

Loose  rock 

Hardpan 

Earth 

Overhaul  500-2800' 
Haul  over  2800'-4  m. 

Trainfill,  etc 

trestles. . .  . 
"    special 

Concrete,  bridges. . . 

culverts .  . 

"        reinforced 

ret.  walls. 

Rubble  masonry .  .  . 
Dry 
Masonry  in  bridges 

Timber,  trestles 

"    temp. 
"         culverts .  .  . 
Iron,  bridges  &  cul- 
verts   

Piling... 

Lay  12  to  18"  C.  I. 

pipe 

Lay  24  to  30"  C.  I. 

pipe 

12"  C.  P.  in  place .  . 

18" '     . 


$40 . 00  per  acre 
40 . 00  per  square 

1 . 35  per  c.  y. 

1.20  "  " 

0.48  "  " 

0.37  "  " 

0.23  "  " 

0.01  "  " 

0.23  "  " 

0.35  "  " 

0.25  "  " 

0.30  "  " 

9.00  "  " 

10.00  "  " 

11.00  "  " 

8.00  "  " 

6.00  !'  " 

4.00  "  " 

16.00  "  " 
45.00 
35.00 
35.00 


0.06 
0.43 

0.25 

0.40 
1.00 
1.75 


M.  F.  B.  M. 


Ib. 
L.  ft. 


24"  C.  P.  in  place.  .     $2.80  per  L.  ft. 
30"     "       "      "     ..       3.50    "       " 
Lay  24"  tri.  pipe. .  .        1.30    "       " 
"     30"   "       "...        1.50    "       " 
Dry  exc.  foundation       1.00    "   C.  yd. 
Wet     "  "  2.00    " 

Solid  rock  .     "  5.00    " 

Rip-rap 3.00    " 

Paving '. 3.00    " 

Steel  in  bridges,  $2.50  to  $3.75  per  100  Ib. 
"     erected  $1.20  to  $1.85  per  100  Ib. 

Sheet  piling 30.00"   M.  F.  B.  M. 

Fencing $347 . 50  per  mile  of  fence 


Post  holes  in  rock . 

Gates 

Protection  fences. . 

Cattle  guards 

Signs 

Bridge  ties,  del.  .  . 
Switch  ties    " 
Track     "    . 


1.50  each 

6.00    " 

46 . 85  per  track  mile 
19.35    "       " 
69.50    " 

28.00    "     M.  F.  B.  M. 
32.00    "          "       " 

0.84  each  del. 


Track  laying 774 . 00  per  track  mile 

Placing  switches  ...      50 . 00  each 

diamonds.  .  .      50.00  " 
Ballast 0.53  per  yd. 

&  surfac. .  .  .2185.00    "   mile 

Crossing  plank 25.00    "    M.  F.  B.  M. 

Peeling  ties 0.03  each 

Force  account  work.     Current  rates  for  labor 

and  material  plus  10  per  cent. 
Train  service 5 . 00  per  hour 


TheA.R.E.A.  Width  of  Roadway  at  Subgrade: 

(1)  Class  "A"  Railways,  with  constant  and  heavy  traffic,  should  have  a 
minimum  permanent  width  of  twenty  (20)  feet  at  subgrade.  * 

(2)  In  the  theory  upon  which  the  width  of  embankment  at  subgrade  is 
based,  it  is  considered  that  the  track,  in  excavations,  is  placed  upon  what  is 
virtually  a  low  embankment;  and  in  order  to  preserve  uniformity  of  conditions 
immediately  under  the  track  throughout  the  line,  the  width  of  subgrade  in 
excavations  should  be  made  the  same  as  on  embankments,  outside  of  which 
sufficient  room  should  be  allowed  for  side  ditches. 

The  tops  of  embankments  and  bottoms  of  cuttings  ready  to  receive  the 
ballast  is  termed  the  subgrade. 

The  slopes  of  embankments  and  excavations  shall  be  of  the  following  in- 
clinations, as  expressed  in  the  ratio  of  the  horizontal  distance  to  the  vertical 
rise: 

Embankments,  Earth  —  One  and  one-half  to  one;  Rock  —  From  one  to  one,  to 
one  and  one-half  to  one;  Excavations,  Earth  —  One  and  one-half  to  one; 
Loose  Rock  —  One-half  to  one;  Solid  Rock  —  One-quarter  to  one. 

These  ratios  may  be  varied  according  to  circumstances,  and  the  slopes  shall 
be  made  as  directed  in  each  particular  case. 


CLEARING,  GRUBBING,  GRADING.  47 

The  following  gives  in  brief  the  work  entailed,  and  as  covered 
by  the  foregoing  unit  prices. 

Clearing.  —  Under  this  head  is  included  the  clearing  of  the 
right  of  way  of  all  trees,  logs,  brush  and  other  perishable  matter, 
all  of  which  is  usually  burnt  or  otherwise  disposed  of,  unless 
specially  reserved  to  be  made  into  ties,  timber  or  cordwood. 

Clearing  is  paid  for  by  the  acre  where  actually  performed,  and 
dangerous  trees,  cut  outside  the  right  of  way,  at  a  specified  rate 
per  single  tree. 

On  ground  to  be  covered  by  embankments  more  than  two  feet 
high,  all  trees  and  stumps  are  cut  off  even  with  the  surface  of  the 
ground  and  removed;  the  price  paid  for  clearing  covers  close 
cutting. 

Grubbing.  —  In  all  excavations  including  borrow  pits,  on  all 
ground  to  be  covered  by  embankments  less  than  two  feet  high, 
and  from  all  ditches,  drains,  new  channels  for  water  ways,  and 
other  places,  when  required,  all  stumps  and  large  roots  are 
grubbed  out  and  removed. 

Grubbing  is  estimated  and  paid  for  by  the  units  of  100  feet 
square  (10,000  square  feet)  when  actually  performed,  where 
excavation  is  less  than  four  feet  deep,  and  where  embankment  is 
less  than  two  feet  high.  Where  excavations  are  over  four  feet 
deep,  the  cost  of  grubbing  is  included  in  the  price  of  grading. 

Grading.  —  Under  this  head  is  included  excavations  and  em- 
bankments for  the  formation  of  the  roadbed,  all  road  crossings, 
all  diversions  of  roads  and  streams,  all  borrow  pits  and  ditches, 
foundation  pits  for  bridges,  trestles,  culverts,  buildings  and 
structures,  and  all  similar  works  connected  with  and  incident  to 
the  construction  of  the  roadbed. 

Grading  is  classified  under  the  following  heads,  "  Solid  Rock," 
"  Loose  Rock,"  "  Hard  Pan/'  and  "  Earth." 

"  Solid  Rock  "  includes  rock  in  solid  beds  or  masses  in  its  origi- 
nal position,  which  cannot  be  removed  without  blasting,  and 
boulders  or  detached  rock  measuring  one  cubic  yard  or  over. 

"  Loose  Rock  "  includes  all  detached  rock  or  boulders  meas- 
uring more  than  one  cubic  foot  and  less  than  one  cubic  yard,  and 
all  shale,  slate,  soap  stone,  disintegrated  granite,  and  other  soft 
rocks,  which  can  be  removed  without  blasting,  though  blasting 
may  be  occasionally  resorted  to. 


48  HAUL,   CROSS  WAYING,   PILING. 

"Hard  pan"  includes  cemented  gravel,  hard  pan,  indurated 
clay  or  combinations  of  the  same  whose  hardness  is  such  that  if 
in  a  suitable  location  could  not  be  plowed  by  an  average  four 
horse  team. 

"Earth"  includes  all  other  material  such  as  Loam,  Clay, 
Sand,  Quicksand,  Gravel,  Muskeg,  Angular  Rock  Fragments, 
and  small  boulders. 

Material  borrowed  for  embankment  is  not  classified  higher 
than  loose  rock,  without  prior  written  authority. 

Measurements  will  usually  be  made  in  excavation.  In  prairie 
or  level  country,  where  the  embankments  largely  exceed  the 
excavations,  measurements  will  be  made  in  embankments. 

Haul.  —  The  limit  of  free  haul  is  500  feet  and  the  limit  to 
which  any  material  may  be  required  to  be  hauled  will  be  2500 
feet.  For  any  haul  exceeding  500  feet  the  Contractor  shall  be 
paid  at  the  specified  price  per  cubic  yard  per  station. 

Cross  Waving.  —  When  required,  in  swamps  or  muskegs, 
cross  ways  shall  be  put  in,  built  of  logs  as  long  as  the  full  width 
of  the  embankment  and  not  less  than  6  inches  in  diameter.  No 
ditches  shall  be  made  in  either  side  of  cross  ways.  Cross  waying 
shall  be  paid  for  at  the  specified  rate  per  square  of  100  square 
feet,  one  foot  deep. 

Buildings,  etc.  —  The  price  paid  for  buildings,  water  tanks, 
turntables,  depots,  section  houses,  and  other  standard  structures, 
will  be  held  to  include  the  foundations.  The  specifications  for 
concrete,  rubble  masonry,  etc.,  and  the  prices  which  govern  such 
work,  are  intended  to  cover  additional  work  of  the  same  char- 
acter which  may  be  required  and  is  not  shown  on  the  plans. 

Piling.  —  Piling  will  be  paid  for  under  the  following  heads : 

"  Piling  in  Structure  "  to  include  that  portion  of  the  pile  fur- 
nished and  driven  by  the  Contractor,  and  left  in  the  finished 
structure,  and  price  for  same  will  include  all  work  of  any  kind  in 
connection  therewith. 

"  Piling  cut  off  "  will  include  that  portion  of  the  pile  furnished 
by  the  Contractor,  but  cut  off  before  or  after  the  pile  has  been 
driven,  but  any  lengths  in  excess  of  those  ordered  by  the  Engineer 
shall  not  be  paid  for. 

"  Pile  driving  "  will  include  piles  furnished  by  the  Company 
and  driven  by  the  Contractor,  only  that  portion  of  the  pile  left 


DRAIN   PIPE,   TRACKLAYING,  ETC.  49 

in  structure  will  be  paid  for.  The  price  will  include  all  work  of 
any  kind  in  connection  therewith. 

Rings  shall  not  be  paid  for,  but  shoes  will  be  paid  for  at  the 
specified  rate  per  shoe. 

Culvert  Pipe.  —  Culvert  pipe  will  be  supplied  by  the  Railway 
Company,  delivered  on  board  cars  at  the  nearest  railway  station. 
The  Contractor  will  be  paid  for  hauling  the  pipe  to  the  site  at  the 
specified  rate  per  ton  mile,  and  for  placing  it  in  position  at  the 
specified  rate  per  lineal  foot,  which  shall  include  the  cost  of  all 
labor  and  material  necessary  and  incidental  to  the  completed 
work. 

Tile  Drains.  —  The  trenches  for  tile  drains  must  be  excavated 
below  frost  line  and  to  a  true  grade.  The  tiles  shall  be  laid  with 
ends  butted  and  shall  be  covered  with  grass,  hay  or  straw,  over 
which  shall  be  laid  fine  gravel  to  a  depth  of  4  inches,  and  the 
balance  of  the  trench  filled  with  gravel,  broken  stone  or  other 
material. 

Tracklaying.  —  Tracklaying  will  include  all  work  of  loading,  un- 
loading, and  handling  material;  laying  the  main  track,  spurs,  turn- 
outs, wyes,  and  other  permanent  tracks;  frogs,  switches,  rail 
braces,  tie  plates,  crossings,  etc.;  laying  and  spiking  plank  of  road 
crossings,  setting  all  track  markers  or  signs,  and  such  necessary 
cutting  down  or  filling  up  the  inequalities  of  the  roadbed  as  will 
allow  of  the  passage  of  trains,  without  damage  to  rail  or  rolling 
stock,  until  the  proper  surfacing  and  ballasting  is  performed. 

The  Railway  Company  to  furnish  the  Contractor  with  the 
rails,  track  fastenings,  switches,  and  ties  on  board  cars  at  the 
point  where  the  work  under  construction  joins  the  already  con- 
structed line  of  the  Company.  This  point  is  usually  specified  in 
contract. 

"  Surfacing  '  A'  "  will  include  all  work  of  procuring  surfacing 
material  from  side  ditches  or  other  places  where  allowed,  putting 
under  the  track,  surfacing,  lining  and  all  other  work  incident  to 
the  preparation  of  the  track  for  operation,  where  material  for 
surfacing  is  obtained  from  the  side. 

"  Surfacing  '  B  '  '  will  include  the  cost  of  all  train  hauled 
material  under  the  track,  surfacing,  lining  and  all  other  work 
incident  to  the  preparation  of  the  track  for  operation  where  sur- 
facing is  done  with  train  hauled  material. 


50 


COST  OF  TRAIN  SERVICE. 


Ballasting  will  include  the  loading,  hauling,  unloading  along- 
side of  track,  and  transportation  of  all  material  hauled  by  train 
for  the  purpose  of  surfacing  the  track. 

Cost  of  Train  Service.  —  The  cost  of  train  service  on  construc- 
tion work  will  depend  upon  the  amount  of  work  involved,  the 
kind  of  equipment  necessary  and  the  time  such  equipment  is 
likely  to  be  required. 

Table  No.  32  gives  the  daily  rental  charge  that  may  be  con- 
sidered a  fair  average  for  the  value  and  class  of  equipment  given, 
and  the  estimated  working  days  covered  per  annum. 

When  the  cost  of  the  equipment  is  higher  than  that  shown,  the 
rental  can  be  obtained  by  adding  the  same  percentage  to  the 
rental  as  to  the  equipment.  For  example,  if  a  locomotive  cost 
$22,000  instead  of  $20,000  as  given,  this  is  an  advance  of  10  per 
cent  so  that  the  rental  would  also  be  advanced  10  per  cent  making 
it  $17.60  instead  of  $16.00  per  day. 

On  the  C.  L.  O.  &  W.  Ry.  the  cost  of  train  service  allowed  the 
Contractor  was  at  the  rate  of  $5.00  per  hour,  including  engine  and 
train  crews.  This  figure  was  arrived  at  as  follows: 

A  day  was  considered  to  represent  a  run  of  150  miles. 


Items. 

Per  day. 

Per  mile. 

Rental  of  locomotive                     .       

$16  00 

$0.1066 

Rental  of  va/n 

0  75 

0.0050 

Oil  waste,  etc.  .       

2.45 

0.0164 

Wages: 
Engineer  ...       

6.75 

0.0451 

Fireman                            

4.45 

0.0297 

Conductor 

5.45 

0.0363 

Brakemen  (2) 

7  25 

0.0484 

Fuel,  estimated  

31.90 

0.2125 

Total             .     .                .           

$75.00 

$0.50 

Average  10  miles  per  hour  =  $5.00  per  hour. 

Specifications,  proposals  and  contract  forms  applicable  to  rail- 
way construction  work  are  issued  in  printed  form  by  the  A.  R.  E. 
Assoc.  and  the  various  items  are  covered  in  accordance  with  the 
best  standard  practice. 


RATES  FOR  RENTAL  OF  EQUIPMENT. 


51 


TABLE  32.  — RATES  FOR  RENTAL  OF  EQUIPMENT.    1914. 

THE  FOLLOWING  PRICES  ARE  FAIB  AVERAGE  FIGURES  OF  RENTAL  RATES  TOR  THE  USE  or  EQUIP- 
MENT, SUCH  AS  STEAM  SHOVELS,  LIDGERWOODS,  ENGINES,  HART  CARS,  FLATS,  ETC.,  WHEN 
USED  FOB  BALLASTING,  BRIDGE  FELLING,  BETTERMENT  OR  CONSTRUCTION  WORK. 


Class  of  equipment. 

Approximate 
value. 

Interest  and 
depreciation. 

Annual  charge. 

Average  work 
days  per  annum. 

Daily  rental. 

Shop  repairs, 
daily  charge. 

Field  repairs, 
daily  charge. 

Total  rental 
daily  charge. 

Steam  shovels,  50  ton  or  over  
Steam  shovels,  under  50  tons  
Standard  locomotives  

$13,000.00 
10,000.00 
20,000  00 

% 
20 
20 
12 

$2600.00 
2000.00 
2400  00 

200 
200 
300 

$13.00 
10.00 
8.00 

$3.00 
2.00 
4  00 

$2.00 
2.00 
4  00 

$18.00 
14.00 
16  00 

Dinkey  locomotives  
Lidgerwood  unloaders  

5,000.00 
6,000.00 

20 
20 

1000.00 
1200.00 

200 
200 

5.00 
6.00 

1.00 
1.00 

1.00 
1.00 

7.00 
8.00 

Ballast  olows  

1,000.00 

20 

200.00 

200 

1.00 

1.00 

Jordan  spreaders 

6,500  00 

20 

1300  00 

200 

6  50 

1  00 

0  50 

8  00 

Rodger  ballast  spreaders 

1,200  00 

20 

240  00 

100 

2  40 

0  30 

0  30 

3  00 

Hart  cars,  50-ton  
Hart  cars,  40-ton  
Side  dump  cars,  50-ton  
Flat  cars 

1,550.00 
1,000.00 
1,350.00 
900  00 

15 
20 
15 
15 

232.50 
200.00 
202.50 
135  00 

200 

200 
200 
300 

1.17 
1.00 
1.02 
0  45 

0.23 
0.25 
0.25 
0  10 

0.10 
0.25 
0.13 
0  10 

1.50 
1.50 
1.40 
0  65 

Air  dump  cars,  12-yard  

1,430.00 

15 

214.50 

200 

1.08 

0.10 

0  07 

1.25 

Air  dump  cars,  20-yard  

2,275.00 

15 

341.05 

200 

1.71 

0.14 

0.10 

1.95 

Air  dump  cars,  30-yard  
Boarding  cars  

2,990.00 
400  00 

15 
15 

448.50 
60  00 

200 
200 

2.25 
0  30 

0.15 
0  10 

0.10 
0  10 

2.50 
0  50 

Vans 

1  225  00 

12 

147  00 

300 

0  49 

0  16 

0  10 

0  75 

Box  cars  

1,000.00 

12 

120  00 

300 

0  40 

0  10 

0  50 

Coal  cars  

1,400.00 

15 

210.00 

300 

0  70 

0.10 

0.80 

Track  pile  drivers,  wooden  

7,000.00 

12 

840.00 

100 

8.40 

1.00 

1.60 

11.00 

Tracklaying  machines 

5,000  00 

12 

600  00 

100 

6  00 

2  00 

1  00 

9  00 

Track  derricks,  self  propelling.  .  .  . 
Iron  cars  

3,000.00 
50  00 

12 
20 

360.00 
10  00 

100 

100 

3.60 
0  10 

1.00 
0  03 

0.40 

5.00 
0  13 

Push  care 

30  00 

20 

6  00 

150 

0  04 

0  02 

0  06 

Hand  cars 

40  00 

25 

10  00 

200 

0  05 

0  02 

• 

0  07 

Track  velocipedes 

40  00 

30 

12  00 

200 

0  06 

0  04 

0  10 

Motor  care  .... 

300  00 

25 

75  00 

200 

0  38 

0  12 

0  50 

Dump  cars,  6-yard   . 

350  00 

20 

70  00 

200 

0  35 

0  10 

0  05 

0  50 

Dump  care,  4-yard  

250  00 

20 

50  00 

200 

0  25 

0  05 

0  05 

0  35 

Dump  care,  1  J-yard  

90  00 

20 

18  00 

200 

0  09 

0  05 

0  06 

0  20 

Rail  per  ton 

30  00 

10 

3  00 

200 

0  015 

0  005 

0  02 

Wagons  .... 

160  00 

30 

48  00 

150 

0  32 

0  08 

0  40 

Carts  

45  00 

30 

13  50 

150 

0  09 

0  06 

0  15 

Wheel  scrapers  

60  00 

30 

18  00 

150 

0  12 

0  13 

0  25 

Slush  scrapers  

8  00 

40 

3  20 

150 

0  02 

0  03 

0  05 

Plows,  grading  

25  00 

30 

7  50 

150 

0  05 

0  05 

0  10 

Steam  drills 

230  00 

20 

46  00 

100 

0  46 

0  14 

0  60 

Boilers  up  to  10  H.P. 

300  00 

15 

45  00 

100 

0  45 

0  30 

0  75 

Steam  pumps  up  to  10  H.P. 

300  00 

15 

45  00 

100 

0  45 

0  30 

0  75 

Hoisting  engines  up  to  10  H.P.  .  .  . 
Horse  pile  drivers 

600.00 
800  00 

15 
20 

90.00 
160  00 

100 
100 

0.90 
1  60 

0.60 

0  15 

1.50 
1  75 

Steam  pile  drivers,  complete  

2,000.00 

15 

300.00 

100 

3.00 

0.50 

0.50 

4.00 

52  GRADE  SEPARATION. 


CHAPTER  IV. 
GRADE   SEPARATION. 

Where  street  and  railway  cross  each  other  on  the  level,  and 
make  what  is  known  as  a  grade  or  level  crossing,  the  separating 
of  such  crossings  when  necessary  involves  either  the  raising  of  the 
tracks  above  the  street  level  or  "  track  elevation,"  or  the  lower- 
ing of  the  tracks  below  the  street  level  or."  track  depression,"  or 
a  combination  of  both  may  be  developed.  In  the  working  out  of 
such  schemes  a  great  many  factors  have  to  be  considered  and 
each  case  is  usually  a  study  by  itself. 

In  general  it  may  be  said  that  track  elevation  is  the  most  com- 
mon of  all  schemes.  Undoubtedly  the  railways  would  save  a 
great  deal  by  anticipating  and  making  provision  for  grade  sepa- 
ration even  when  it  seems  remote  rather  than  have  it  forced  upon 
them  at  some  future  date  when  the  scheme  is  likely  to  be  a  much 
more  ambitious  and  costly  one. 

The  benefits  accruing  from  grade  separation  can  very  seldom 
be  expressed  in  dollars  and  cents,  and  is  adopted  usually  when 
other  means  of  protection  such  as  crossing  gates,  watchmen, 
visible  and  audible  signals,  limiting  speed  of  trains,  etc.,  have 
proved  inadequate,  and  whilst  it  is  a  -means  of  increasing  the 
safety  and  facility  of  railway  operation  as  well  as  the  convenience 
and  safety  of  highway  and  street  traffic,  it  is  generally  measured 
by  the  amount  of  traffic  and  hazard  rather  than  from  a  purely 
economic  standpoint. 

Some  of  the  benefits  said  to  be  common  to  each  scheme  are 
briefly : 

Reduction  in  grade  crossing  fatalities. 

Gain  of  time  in  train  operation,  street  railway  and  general 
street  traffic. 

New  districts  are  more  easily  accessible,  thus  reducing  local 
congestion  in  population. 

Accessibility  to  churches,  markets  and  schools  improved. 

Reduction  of  fire  losses  as  the  fire  departments  are  not  de- 
layed by  closed  gates,  etc. 

Elimination  of  damage  suits,  watchmen's  gates,  etc. 


BENEFITS  AND  OBJECTIONS.  53 

Some  of  the  objections  to  track  elevation  are  briefly: 

Work  must  begin  from  below  and  go  up  and  traffic  has  to  be 

handled  without  delay  at  the  same  time. 
In  congested  districts  the  work  usually  has  to  be  divided  into 

a  number  of  different  sections. 
It  is  cheaper  to  carry  the  street  traffic  over  the  railway  than 

the  railway  traffic  over  the  streets. 
These  restrictions  increase  the  cost  of  the  work,  complicate 

the  handling  of  trains  and  street  traffic  and  lengthen  the 

time  to  complete  the  work. 
Drainage  of  subways  often  involve  very  serious  difficulties 

and  large  expense  for  storm  pumping,  etc. 

Some  of  the  objections  to  street  elevation  are  briefly: 

The  height  necessary  for  viaducts  above  the  original  grade 

of  streets  requires  long  approaches. 
Property  values  in  the  vicinity  contiguous  to  the  railways  are 

depreciated  in  value. 
Long  and  heavy  grades  for  street  traffic. 
Smoke  nuisance  is  accentuated  and  property  damage  is  more 

pronounced. 

In  studying  the  problem  the  principal  factors  to  be  considered 
are  the  cost,  the  effect  of  the  operation  of  trains  in  connection 
with  grades,  industrial  tracks,  and  provision  for  future  possibili- 
ties. Where  the  country  is  flat  it  will  generally  be  track  eleva- 
tion, or  partial  track  elevation  and  street  depression;  entire  track 
depression  would  probably  be  unfeasible  and  too  costly.  In  loca- 
tions where  summits  of  ascending  track  grades  are  involved 
street  depression  would  probably  be  selected,  especially  if  the 
track  grades  are  such  that  they  can  be  materially  improved  tind 
the  cost  for  extra  right  of  way  and  the  scheme  in  general  is  not 
prohibitive. 

Usually  the  study  resolves  itself  in  a  series  of  schemes  and 
estimates  and  the  various  phases  of  each  are  gone  over  and  con- 
sidered before  the  final  plan  is  adopted. 

In  what  follows  are  given  the  cost  of  the  various  structures 
involved  as  well  as  the  quantities  and  unit  prices,  that  will  serve 
for  comparative  purposes  when  making  preliminary  estimates  of 
this  character. 

Fill  or  Excavation.  —  The  amount  of  fill,  or  excavation,  for 
track  elevation  or  track  depression,  for  varying  heights,  assuming 


54 


TRACK  ELEVATION  OR  TRACK  DEPRESSION. 


either  to  be  fully  elevated,  or  depressed,  from  the  original  ground 
line,  as  shown  in  Table  33,  is  as  follows : 


TABLE    33.      FILL    AND    EXCAVATION. 


.FILL 


EXCAVATION 


Track  elevation. 

Track  depression. 

Height 
from 

Height, 
ft 

Cu.  yd.  fill  per  lin.  ft.  for 
height  "H."* 

Height, 
ft. 

Cu.  yd.  excavation  per  lin.  ft.  for 
height  "  H." 

bottom 

it. 

<i  XT'',  * 

of  rail. 

"  H."  * 

u. 

1  track. 

2  tracks. 

3  tracks. 

4  tracks. 

1  track. 

2  tracks. 

3  tracks. 

4  tracks. 

15.6 

14.0 

24 

32 

40 

48 

18.0 

54 

66 

78 

90 

16.0 

14.6 

25 

33 

41 

49 

18.6 

56 

68 

80 

92 

16.6 

15.0 

26 

34 

42 

50 

19.0 

57 

69 

81 

93 

17.0 

15.6 

27 

35 

44 

53 

19.6 

59 

72 

84 

96 

17.6 

16.0 

28 

37 

46 

55 

20.0 

61 

74 

87 

100 

18.0 

16.6 

30 

39 

48 

57 

20.6 

63 

76 

89 

102 

18.6 

17.0 

31 

40 

49 

58 

21.0 

65 

78 

91 

104 

19.0 

17.6 

33 

43 

52 

62 

21.6 

67 

80 

93 

106 

19.6 

18.0 

35 

45 

55 

65 

22.0 

68 

82 

96 

110 

20.0 

18.6 

37 

47 

58 

68 

22.6 

71 

85 

99 

113 

*  H  =  Height  from  base  of  rail  to  ground  line,  less  18". 

For  track  elevation,  assuming  that  a  clearance  of  14  ft.  is  re- 
quired for  subway  and  the  floor  depth  is  3  feet  6  inches,  the  height 
from  ground  line  to  base  of  rail  will  be  17  feet  6  inches.  In  the 
table  for  this  height,  the  amount  of  fill  per  lineal  foot  of  embank- 
ment is  28  cubic  yards  for  one  track;  37  cubic  yards  for  two 
tracks;  46  cubic  yards  for  three  tracks,  etc. 

For  track  depression,  assuming  that  a  clearance  of  22  feet  is 
required  under  the  street  bridge  and  the  depth  of  floor  is  3  feet 
6  inches,  in  the  table  for  the  22-foot  height,  the  amount  of  exca- 
vation per  lineal  foot  is  68  cubic  yards  for  one  track;  82  cubic 
yards  for  two  tracks;  96  cubic  yards  for  three  tracks,  etc. 

By  comparing  the  two  cases  given,  which  is  a  fair  average  for 
clearances,  etc.,  it  will  be  noted  that  the  excavation  for  depression 
is  about  two  and  one-half  times  that  of  the  fill  required  for  track 
elevation. 


COST  OF  FILL  AND  EXCAVATION.  55 

The  cost  of  fill -for  track  elevation  as  against  a  cut  for  track 
depression  is  extremely  variable  depending  upon  local  conditions 
and  other  factors  that  affect  the  cost,  such  as  kind  of  material 
to  be  excavated  in  the  case  of  a  cut,  its  disposition,  and  possible 
changes  to  sewers,  water  mains,  etc.;  source  of  material  in  case 
of  a  fill  and  length  of  haul;  in  both  cases  traffic,  bridges,  walls, 
and  number  of  tracks  involved,  etc.,  have  a  bearing  on  the  cost 
and  require  to  be  considered.  Material  for  embankment  is  usu- 
ally made  by  train  fill  dumped  from  a  temporary  trestle  which  is 
chargeable  to  the  fill. 

The  cost  of  fill  for  estimating  purposes  varies  from  50  cents  to 
$1.25  per  cubic  yard  in  place.  A  temporary  trestle  can  be 
figured  at  $8  per  lineal  foot,  if  one  trestle  only  is  used;  where  two 
trestles  are  required,  $7  per  foot  for  each  trestle  is  a  fair  figure. 
The  fill  for  embankment  in  place  under  tracks  was  estimated  at 
50  cents  per  cubic  yard  in  Chicago  and  $1  per  cubic  yard  at 
Houston  and  Toronto  for  grade  separation  work  undertaken  or 
proposed  in  these  cities. 

The  material  to  be  excavated  in  a  cut  for  track  depression  is 
usually  done  by  steam  shovel  and  the  cost  of  removing  and  dis- 
posing of  it  will  vary  from  30  cents  to  $1.50  per  cubic  yard,  de- 
pending upon  the  kind  of  material,  disposition,  length  of  haul, 
traffic,  etc.  On  the  Toronto  track  depression  work  the  excava- 
tion was  estimated  at  $1.25  per  cubic  yard. 

Track  Depression  C.  M.  &  St.  P.  Ry.  —  The  C.  M.  &  St.  P. 
Ry.  track  depression  work  in  Minneapolis  consisted  in  lowering 
the  main  tracks  of  the  Hastings  &  Dakota  Division  for  a  distance 
of  about  three  miles  through  a  mixed  residential  and  industrial 
section  of  the  city  in  compliance  with  a  city  ordinance  which 
called  for  the  elimination  of  thirty-nine  street  crossings  at  grade. 
The  plan  contemplated  the  depression  of  the  track  and  the 
erection  of  thirty-seven  bridges  to  carry  the  traffic  overhead. 
One  street  was  closed  and  another,  which  originally  was  carried 
under  the  tracks  in  a  subway,  now  crosses  at  grade. 

The  tracks  were  lowered  to  permit  head-room  of  18£  feet  under 
the  bridges.  This  necessitated  a  cut  which  averaged  about  22 
feet  in  depth.  The  total  excavation  was  about  900,000  cubic 
yards  and  consisted  of  sand  and  gravel.  A  65-ton  Bucyrus  steam 
shovel  was  used,  equipped  with  a  2£  cubic  yard  dipper.  The 


56  STEAM  SHOVEL  OPERATION. 

excavated  material  was  hauled  to  Bass  Lake,  -where  it  has  been 
utilized  for  the  construction  of  a  freight  yard. 

The  original  plan  called  for  a  two-track  depression,  but  it  was 
found  necessary  to  increase  this  to  three  tracks  in  order  to  con- 
nect with  the  industrial  spurs  and  permit  the  necessary  switching 
without  interference  with  the  main  line. 

Steam  Shovel  Work.  —  The  work  was  done  by  the  operating 
department  of  the  railroad  with  company  forces.  The  total 
depth  of  the  cut  was  made  in  from  5  to  7  cuts,  depending  upon 
the  depth  carried.  These  cuts  were  generally  carried  for  a 
stretch  of  about  eight  blocks  at  a  time.  The  usual  method  of 
procedure  was  to  use  one  track  as  a  loading  track  while  the  shovel 
was  making  as  deep  a  cut  as  possible  to  one  side.  This  usually 
averaged  about  8  feet.  When  this  cut  was  completed  to  the  re- 
quired distance,  a  new  track  was  laid  here  and  used  as  a  loading 
track  while  the  shovel  was  shifted  to  the  other  side. 

The  shovel  used  was  a  65-ton  Bucyrus  equipped  with  a  2J 
yard  dipper  and  three  dirt  trains  were  used  consisting  of  25,  12- 
yard  Western  air  dump  cars.  Each  train  was  hauled  by  a  class 
C-2  (2-8-0)  locomotive. 

Below  is  a  statement,  prepared  by  J.  G.  Wetherell,  Assistant 
Engineer  Who  was  in  direct  charge  of  the  work,  for  the  operating 
department,  for  shovel  operation  from  April  19th  to  July  23rd. 

Total  amount  of  excavation  for  season 195,908  cu.  yd. 

Total  number  of  days  shovel  worked 82 

Number  of  cuts  shovel  made 8 

Total  distance  shovel  excavated  (total  length  of  cuts) 16,076  ft. 

Average  distance  excavated  per  day  shovel  worked 196  ft. 

Average  number  of  hours  shovel  worked  per  day 8. 80  hr. 

Total  number  of  cars  loaded 17,107 

Average  number  of  cars  loaded  per  day 208. 6 

Average  number  of  cu.  yd.  per  car 11 . 46  cu.  yd. 

Average  number  of  cu.  yd.  excavated  per  day 2389. 1 

Average  distance  excavated  material  hauled 5.  28  mi. 

Greatest  excavation  for  1  month  (June) 72,934  cu.  yd. 

Average  daily  excavation  for  June 2805  cu.  yd. 

Delays  amounted  to  12  per  cent  of  the  total  time,  distributed 
as  follows: 

3.4  per  cent  moving  shovel  from  one  cut  to  next. 

5.3  per  cent  no  cars,  due  to  trouble  at  the  dump  or  to  main  line  being  used  for 
other  purposes. 
1.3  per  cent  rain. 
0.2  per  cent  shovel  breakdowns. 
0.8  per  cent  derailments  in  cut. 
1.0  per  cent  miscellaneous. 


LAND  OR  RETAINING  WALLS. 


57 


Land  or  Retaining  Walls.  —  The  amount  of  land  occupied  by 
track  depression  as  against  track  elevation  for  the  same  number 
of  tracks  depends  on  the  amount  of  elevation  or  depression  of  the 
tracks.  In  either  case,  when  the  fill  or  cut  overruns  the  land 
owned  by  the  Company,  it  may  be  necessary,  on  account  of 
streets  or  high  cost  of  land,  etc.,  to  build  retaining  walls.  Two 
comparative  cases  are  given  below,  from  which  it  will  be  noted 
that  in  the  case  of  track  elevation  with  retaining  walls  the  cost  is 
$161  as  against  $393  per  lineal  foot  for  track  depression. 


TABLE  34. 

APPROXIMATE  COSTS  OP  TRACK  ELEVATION  AND  TRACK  DEPRESSION  (FOR  FOUR  TRACKS) 

PER  LINEAL  FOOT. 


Track  elevation  with  retaining  walls. 

Track  depression  with  retaining  walls. 

Excavation                     cu.  yd. 

6 
3 
60 

7.6 
500 
6 
38 

Sl.OO 
0.50 
0.40 

8.00 
0.03 
0.25 
1.00 

$    6.00 
1.50 
24.00 
1.00 

60.80 
15.00 
1.50 
38.00 

13.00 

Excavation  cu.  yd. 
Backfill  cu.  yd. 
Piles,  wood  lin.  ft. 

113 
38 
75 

$1.00 
0.50 
0.40 

$113.00 
19.00 
30.00 
1.00 
144.00 
45.00 
4.25 

36.75 

Backfill                          .cu.  yd. 

Piles,  wood  ..          .     .lin.  ft. 

Drainage                      lin.  ft. 

Concrete,  plain  cu.  yd. 
Steel  reinforcing  per  Ib. 
Waterproofing  walla.  .  .sq.  yd. 
Fill.                                 cu.  yd. 

Concrete,  plain  cu.  yd. 
Steel  reinforcing  per  Ib. 
Waterproofing  walls..  sq.  yd. 
Supervision  and  contingen- 
cies about  10  per  cent  

18 
1500 
9 

8.00 
0.03 
0.25 

Supervision    and    contingen- 
cies about  10  per  cent  

Total 

$393.00 

Total  

$161.00 

58  TYPE  OF  WALLS,  STREET  GRADES. 

The  figure  (Table  34)  shows  the  amount  of  land  occupied  by  a 
four-track  viaduct  or  embankment  for  track  elevation,  or  track 
depression  for  the  same  number  of  tracks ;  by  comparing  the  two 
it  will  be  noted  that  more  land  is  involved  by  track  depression  in 
any  case  than  track  elevation  either  when  the  ground  or  em- 
bankment is  sloped  off  or  when  retaining  walls  are  used. 

The  walls  are  usually  placed  so  as  to  encroach  as  little  as 
possible  beyond  the  right  of  way,  and  are  shown  in  dotted  lines 
for  the  two  conditions,  in  the  case  of  the  depressed  tracks  where 
clearances  will  admit  the  wall  may  be  reversed  to  bring  the  over- 
hanging portion  inside  instead  of  outside  which  will  result  in  re- 
ducing the  width  of  right  of  way  involved. 

Type  of  Walls.  —  In  the  Rock  Island  track  elevation  work  at 
Chicago  the  mass  retaining  walls,  30  ft.  high,  cost  about  $115 
per  lineal  foot.  Retaining  walls  on  this  work  18  ft.  high,  which 
is  a  common  standard  for  track  elevation  projects,  cost  $32  per 
lineal  foot,  being  supported  on  spread  foundations. 

Walls  made  by  cribbing  up  reinforced  concrete  members  of 
about  the  same  size  as  track  ties  have  given  satisfactory  service 
on  several  roads  and  on  the  Chicago  &  Western  Indiana  the  cost 
of  such  walls,  from  7  to  8  ft.  high,  is  stated  to  be  from  14  to  17 
per  cent  of  that  of  a  mass  wall  for  same  location.  This  indicates 
that,  at  least  for  low  walls,  the  crib  design  retains  its  economic 
advantages  when  built  of  permanent  material.  Cellular  wall 
designs  developed  by  the  Chicago,  Milwaukee  and  St.  Paul  for 
track  elevation  at  Milwaukee  are  also  said  to  be  very  economical 
when  conditions  are  favorable. 

For  further  details  in  regard  to  retaining  walls,  the  quantities 
involved,  and  approximate  cost  see  Chapter  VI,  also  pages  35 
and  36. 

For  Subways  see  Chapter  V. 

For  Street  Bridges  see  Chapter  VI. 

For  Elevated  Structures  see  Chapter  VII. 

Street  Grades.  —  For  track  elevation  it  is  usual  to  allow  de- 
pression of  streets  at  the  crossings  so  as  to  give  a  minimum  height 
of  rise  of  tracks.  In  some  cases  the  street  has  been  depressed 
one-third  and  the  tracks  elevated  two-thirds. 

Any  depression  of  streets  will  usually  involve  consideration  of 
approach  grades  on  the  streets.  Easy  grades  mean  longer  and 


COST  OF  VARIOUS  ROADS  AND  STREETS. 


59 


more  expensive  approach  grades  and  greater  property  damage. 
On  the  other  hand  steep  grades  with  the  advent  of  the  auto- 
mobile and  other  tractive  power  machines  are  not  so  detrimental 
to  the  general  run  of  traffic  as  was  the  case  formerly  when  horse 
traffic  was  the  principal  consideration. 

In  the  Chicago  track  elevation  work  a  great  number  of  the 
subways  have  been  built  with  3.5  per  cent  approaches  for  an 
average  length  of  about  100  feet  on  each  side  of  the  subway,  the 
street  depression  averaging  three  to  four  feet.  In  several  cities 
the  grades  vary  from  3  to  9  per  cent  depending  upon  the  dis- 
trict, whether  residential  or  commercial,  and  the  characteristics 
of  the  location  and  the  amount  of  money  involved. 

The  level  portion  of  the  street  on  which  cars  are  run  should 
extend  far  enough  beyond  the  subway  to  permit  of  maximum 
height  to  clear  structure  before  starting  up  the  grade.  The 
grade  and  level  portion  should  be  connected  by  a  vertical 
curve. 

In  work  of  this  character  it  should  be  noted  that  in  cities  labor 
will  usually  be  high,  the  prices  paid  will  always  be  compared  with 
the  rates  paid  by  the  city  and  it  is  quite  possible  it  may  be  stipu- 
lated that  contractors  pay  city  rates  for  labor  which  is  usually 
very  much  higher  than  the  general  run  of  wages  paid  for  ordinary 
unskilled  labor  by  contractors. 

APPROXIMATE  COST  OF  VARIOUS  ROADS  AND  STREETS. 


Type  of  street  pavement. 

Average  cost 
per  sq.  yd. 

Kind  of  street. 

Asphalt  on  concrete  base 

$2  25 

Residential  street 

Asphalt  on  concrete  base 

3  00 

Heavy  traffic 

Brick               

2.15 

Car  line  street 

Concrete,  plain  

1.55 

Alleys 

Granite  block  

4.00 

Heavy  traffic 

Macadam  —  water  bound 

1  25 

Light  traffic 

Wood  blocks  creosoted 

3  00 

Business  street 

Tar  or  asphalt  macadam  

1.50 

Light  traffic 

Street  paving  has  been  estimated  at  $18.00  per  lin.  ft.  of  65 
ft.  street  with  brick  paving  on  a  concrete  base,  concrete  side- 
walks and  concrete  curb  and  gutter. 


60 


CLEARANCES  OF  BRIDGES  OVER  STREET. 


Street  excavation  has  been  estimated  at  75  cents  per  cubic 
yard  for  lowering  street  grades,  the  work  being  expensive  on 
account  of  interference  with  traffic  and  difficulty  o  drainage 
during  progress  of  work. 

Sewer  and  Pipes.  —  A  reasonable  estimate  is  to  take  $15.00 
per  foot  for  every  pipe  crossing  track. 

Closing  of  Streets.  —  It  may  be  necessary  to  close  some  streets 
and  readjust  routes  of  street  traffic  to  locations  where  it  is  pos- 
sible to  locate  a  subway  or  bridge  to  better  advantage.  There  is 
generally  considerable  opposition  to  this  on  the  part  of  property 
owners  affected  and  such  are  usually  settled  by  negotiation  and 
compromise. 

Clearances.  —  The  following  table  gives  the  vertical  clearances 
which  have  been  used  in  a  number  of  cities  under  varying  con- 
ditions as  given  by  C.  N.  Bainbridge. 


Clearances  in  feet  of  bridges  over  street. 

Clearances  in  feet  of  bridges  over  tracks. 

Location. 

Streets  without 
street  cars. 

Streets 
with 
street 
cars. 

Location. 

Clearances. 

Clear- 
ance 
side. 

Chicago 

12-13 
14 

14,  usual,  11 
and  12 
special 

13 
12-13 

13 
13 

13 
12 

13.5 
14 

14 

14 
13.5 

14.5 
14.5 

14 
13.5 

Chicago  

16-18 
20 
18 
18 

16-18 
21 
18 
16-18 
18-18.5 

21 
22.5 
22 
16.25 
21 
18 
21 
22 
21 

8 

'$" 
7.5 

7 

Philadelphia.  .  .  . 
New  York  

Buffalo     . 

Philadelphia  
Rhode  Island.... 
Connecticut  

New  York  City.  . 
New  York  State  . 
Massachusetts  .  .  . 
Buffalo  

Evanston  

Minneapolis  

North  Dakota  .  .  . 
Canada  
Kentucky  

Kansas  City  — 
Cleveland  

Cleveland  

Detroit  

New  Hampshire.  . 
Michigan  
Minnesota  
Vermont  
Indiana 

Milwaukee  

COST  AND  RENTAL  RATES  OF  EQUIPMENT. 


61 


Equipment:  The  following  figures  may  be  considered  fair  average  rental 
rates  on  equipment  for  grade  separation  work. 

TABLE  35.  — COST  AND  RENTAL  RATES  ON  EQUIPMENT  FOR  GRADE  SEPA- 
RATION WORK  ON  THE   N.  Y.  C.  &  ST.  LOUIS  RY  AT  CLEVELAND. 


Kind  of  equipment. 

Cost. 

Rental. 

Remarks. 

$    3  40  per  hr.  incl., 

Unloading  equipment: 

$5972 

eng.  and  train  crews 
10  00  per  day 

3350 

Steam  shovel: 
70  ton  bucyrus            

10.00  per  day 

Two  tool  cars              

0  .  50  per  day,  each 

6207 

7  00  per  day 

6517 

7  00  per  day 

6475 

Loco,  crane  fitted  with  leads  for  driv- 
ing piles. 
Concrete  mixer  No.  1: 
2J  mixer;  9h.p.  vert,  eng.,  hoisting  en- 
gine; 20  h.p.  boiler  on  flat  car  and 
housed;  7.24  cu.  ft.  side  disch'ge  con- 
crete cars;  29  chutes,  600  ft.  track, 
etc.,  set  up  and  ready  for  service. 

$206    6681 
3016 

Leased 

7.  00  per  day 
5.  00  per  day 

3  00  per  day 

$206  does  not  incl. 
cost  of  hammer. 

Does  not  incl.  cost 
or  rental  of  car. 

Pile  driver  Bucyrus  mounted  on  car 

10  00  per  day 

Pile  driver,  mounted  on  wooden  rolls 

Leased 

4  00  per  day 

and  skids. 
Trench  machine 

167  50  per  month 

Steam  pump  (6-in.)  10-h.p.  vert,  boiler 
with  hose  and  fittings. 
Compressed  air  plant,   150  cu.  ft.  per 
min.    Air-gas'l   eng.,   etc.,    mounted 
on  flat  car  and  housed. 
Portable  saw  bench,  2  12-in   saws  and 

511 
1650 

165 

2.  60  per  day 
1.50  per  day 

Does  not  incl.  cost 
or  rental  of  car. 

gasoline  engine. 
A  pron  flat  cars 

0  45  per  day 

Including  repairs. 

The  method  used  in  establishing  rental  values  for  equipment  as  above  (by 
A.  J.  Himes)  is  illustrated  by  the  case  of  crane  8,  as  follows: 

Cost  of  crane  delivered  and  set  up  ready  for  service $6207. 00 

Depreciation  for  one  month  @  10  per  cent  per  year 51.  73 

Interest  for  one  month  @  6  per  cent  per  year 31. 04 

Coal,  oil  and  supplies  one  month 28. 60 

Watchman,  one  month 60. 00 

$171.37 

$171.37  expense  and  depreciation  per  month,  divided  by  26,  working  days 
per  month,  equals  $6.59  per  day,  say  $7.00  per  day. 


62  TUNNELS. 


CHAPTER  V. 
TUNNELS   AND   SUBWAYS. 

Tunnels.  —  Any  tunnel  work  will  usually  require  a  special 
survey  and  careful  investigation  before  being  undertaken. 

They  are  generally  built  straight,  and  are  usually  dug  from 
each  end. 

The  construction  depends  on  the  nature  of  the  material;  in 
very  soft  ground  a  circular  cross  section  is  used  or  an  inverted 
arch  along  the  bottom  with  tapering  sides  and  a  semi-circle  along 
the  top. 

The  general  construction  is  usually  a  rectangle  with  a  semi- 
circle or  semi-ellipse  top,  lined  on  the  inside  and  graded  through- 
out its  length  so  as  to  drain  with  open  gutters  on  the  sides. 

When  wood  lining  is  used  it  is  made  extra  wide  so  as  to  allow 
for  a  permanent  lining  at  a  future  date. 

Any  crevices  made  by  the  material  falling  outside  of  the  con- 
struction line  are  filled  with  dry  broken  stone,  rock,  or  split  cord 
wood. 

When  intermediate  shafts  are  built  they  are  generally  closed 
up  when  the  tunnel  is  complete,  as  they  tend  to  produce  cross 
currents  of  air,  which  retard  ventilation.  The  movement  of 
the  train  through  the  tunnel  is  said  to  be  the  best  ventilator. 
In  long  tunnels  power-driven  fans  are  sometimes  used. 

Where  artificial  ventilation  is  necessary  for  tunnels  carrying 
steam  power  traffic  it  is  usually  obtained  by  one  of  two  methods, 
as  recommended  by  the  A.  R.  E.  Assoc: 

(a)  To  blow  a  current  of  air  in  the  direction  the  train  is  moving 
and  with  sufficient  velocity  to  remove  the  smoke  and  combus- 
tion gases  ahead  of  the  engine. 

(6)  To  blow  a  current  of  air  against  the  direction  of  the  tonnage 
train  with  velocity  and  volume  sufficient  to  dilute  the  smoke 
and  combustion  gases  to  such  an  extent  as  not  to  be  uncomfort- 
able to  the  operating  crews  and  to  clear  the  tunnel  entirely  within 
the  minimum  time  limit  for  following  trains. 


TUNNEL  SECTIONS. 


63 


Tunnel  Sections.  —  Very  few  tunnels  are  built  without  some 
form  of  lining  as  the  best  rock  is  liable  to  swell  and  fall  and  cause 
trouble;  a  timber  lined  tunnel  is  in  danger  of  fire  from  locomo- 
tives so  that  if  a  permanent  lining  is  not  built  in  the  first  place 
provision  is  made  so  that  it  can  be  carried  out  at  a  future  date. 

As  the  nature  of  the  material  to  be  pierced  is  usually  of  a  vary- 
ing character  the  cross  sections  illustrated  are  typical  of  the 
different  structures  used  under  ordinary  conditions.  In  yielding 
material  the  section  of  the  tunnel  is  made  large  enough  to  be 
concrete  lined  without  removing  the  timbers.  Where  the 
character  of  the  material  permits  the  timber  lining  is  removed 
after  the  tunnel  is  driven  and  replaced  with  concrete.  Where 
excessive  pressure  is  likely  to  occur  on  account  of  inclined  strata 
of  rock,  steel  reinforcement  is  introduced,  Fig.  6.  The  form 
and  dimensions  of  the  clear  space  to  be  provided  for  single  and 
for  double  track  tunnels  on  tangents  as  given  by  the  A.  R.  E.  A. 


f  \  I  /.^\ 

-4 4*3 


«  jSpacing  of  Tracks' 
°  to  conform  to  I 
3  Railroad  Standard 


Section  for 

yielding  V 
material  that 

exerts  side 
pressure 


6'Openinga 

Fig.  1.    A.  R.  E.  A.  Tunnel  Clearances. 


are  shown,  Fig.  1.  For  tunnels  on  curved  track  the  section 
should  be  increased  and  the  track  shifted  over  so  as  to  provide 
the  same  clearance  as  for  tangent;  the  rate  of  grade  in  long  tun- 
nels should  be  reduced  so  as  to  be  25  per  cent,  less  than  that  of 
the  ruling  grade.  The  form  and  dimensions  of  the  four-track 
Bergen  Hill  tunnels  on  the  Erie  Railroad  are  shown,  Fig.  2.  The 
distance  between  tracks  is  13  ft.  and  the  clearance  of  the  inner 
tracks  is  8  ft.  6  in.  from  center  to  face  of  wall.  A  box  is  built  at 
each  side  of  tunnel  for  drainage  and  4  in.  tile  is  used  at  low  spots. 
The  tracks  are  carried  on  a  12  in.  bed  of  ballast  on  a  broken  stone 
base. 


TUNNEL  DRIVING. 


Refill  with  Stone  (under  6Ninches) 
\ 


IK* 

DETAIL  OF  COVER  AT  A 


Fig.  2.     Cross  Section  Four-track  Tunnel  Bergen  Hill  Tunnels,  Erie  Ry. 

Tunnel  Driving.  —  The  drilling  methods  adopted  for  tunnel 
driving  on  the  C.  C.  &  0.  Ry.  are  typical  for  this  class  of  work, 
Fig.  3.  One  of  these  was  by  first  driving  a  bottom  heading  and 
then  throwing  the  superincumbent  mass  downward  into  a  muck 
pile  to  be  removed  by  steam  shovels  and  cars  as  per  sketch 
A.  &  B.  In  this  case  where  the  muck  pile  was  high  enough  the 
drills  were  put  straight  into  the  face  of  the  top  heading  as  per' 
sketch  C,  but  when  the  muck  pile  was  not  high  enough  for  this, 
the  drills  were  driven  in  from  beneath,  as  in  sketch  D.  The 
method  principally  used  however  was  to  first  take  out  a  top  head- 
ing with  a  semi-circular  roof  9  ft.  high  at  the  center,  forming  the 
arch  of  the  tunnel,  sketches  E,  F  and  G,  and  then  blast  out  the 
bench  and  remove  by  steam  shovel. 

In  the  tunnel  work  60  per  cent  dynamite  was  principally  used, 
making  less  fumes  and  securing  quicker  ventilation  of  the  tunnel 
than  was  possible  with  the  Judson  powder;  and  40  per  cent 
dynamite  was  used  on  the  outside  rock  work. 

The  general  cross  sections  of  the  tunnel  construction  both  for 
wood  and  concrete  as  well  as  steel  rib  reinforcement  are  shown  in 
Figs.  6,  7,  8  and  9  and  may  be  taken  as  typical  for  this  class  of 
work.  The  approximate  cost  and  quantities  for  the  different 
sections  are  given  on  pages  71,  72  and  73. 


TUNNEL  DRIVING. 


65 


66 


TUNNEL  DRIVING. 


A  novel  method  adopted  in  the  construction  of  the  Connaught 
double  track  tunnel  on  the  C.  P.  R.  consisted  in  driving  from 
each  end  a  pioneer  tunnel  parallel  with  the  main  tunnel  but 
about  50  ft.  distant  from  it.  From  the  pioneer  tunnels,  cross- 
cuts were  driven  to  the  center  line  of  the  main  tunnel  at  intervals 
of  1400  to  3000  ft.  From  each  of  these  points  the  main  tunnel 
heading  was  driven. 

The  pioneer  tunnels  were  merely  a  means  of  expediting  the 
work  by  producing  numerous  points  of  attack  and  it  is  stated 
that  the  cost  of  the  work  and  rate  of  progress  amply  justified  the 
auxiliary  tunnel  work.  The  main  tunnel  is  26,400  ft.  long,  29  ft. 
wide  at  rail  level  with  vertical  sides  and  semi-circular  roof  23  ft. 
above  subgrade  to  crown. 

An  isometric  elevation  and  cross  sections  of  the  tunnel  taken 
from  Engineering  News,  Vol.  74,  No.  20,  is  shown,  Figs.  4  and  5. 


400 
360 


Mount 
Macdonald 


1218  Heading  timbered 
1080 'of  Tunnel  complete 


180  Heading  timbered 
15 'of  Tunnel  complete 

ISOMETRIC  ELEVATION 

Fig.  4.     Isometric  Section  and  Profile. 

With  the  exception  of  several  hundred  feet  of  clay  and  glacial 
drift  at  each  end,  the  drifts  are  in  solid  rock,  which  is  expected  to 
continue  throughout  the  entire  length.  It  is  mainly  slate,  schist 
and  quartzite.  No  timbering  is  required  in  the  rock  excavation. 

For  the  end  portions,  which  are  in  loose  material  and  are  tim- 
bered, a  concrete  lining  is  required.  This  is  30  in.  thick  and  483 


SECTIONS  DOUBLE  TRACK  TUNNEL. 


67 


Double  Track  Tunnel. 


68 


TYPICAL  SECTIONS  OF  TUNNELS. 


ft.  long  at  the  west  end  and  27  in.  thick  and  1,288  ft.  long  at  the 
east  end.  In  addition,  on  account  of  the  spalling  of  the  rock, 
some  concrete  lining  may  be  required  in  the  solid-rock  section  at 
the  west  end. 

Typical  sections  of  the  tunnel,  with  its  timbering  and  concrete 
lining,  are  shown  in  Fig.  5.  The  timbering  in  the  glacial  drift 
consists  of  a  semi-circular  roof  arch  supported  on  12  X  16-in. 
posts.  The  timber  sets  are  usually  spaced  18  in.  c.  to  c.,  but  are 
set  close  where  the  material  is  loose  and  contains  water.  The  arch 
has  five  or  seven  segments,  usually  single,  but  sometimes  double. 

An  interesting  feature  is  that  for  the  lined  section  in  loose 
material  the  heavy  footings  of  the  side  walls  are  braced  by  rein- 
forced-concrete  struts  20  ft.  apart.  These  are  18  in.  wide,  24  in. 
deep  at  the  ends  and  18  in.  at  the  middle.  They  are  formed 
monolithic  with  the  footings  and  with  the  longitudinal  concrete 
slab  for  the  support  of  the  track  drain. 


SpUtCordwood 


Fig.  5a.    Ordinary  Single  Track  Tunnels. 


TUNNEL  CONSTRUCTION. 


69 


Construction.  —  For  ordinary  tunnel  work,  Figs.  5a  and  9,  the 
timbers  generally  consist  of  12"  X  12"  upright  posts  at  varying 
centers  usually  not  over  3  ft.,  with  12"  X  12"  caps  and  arch 
beams,  4"  sills  and  4"  lagging  the  space  behind  being  filled  with 
wood  or  stone  packing.  The  concrete  lining  may  consist  of 
1:2:5  material  for  side  walls,  and  1  :  2  :  3  for  arch. 


reaction  of  horl«mt»l  forces 


Fig.  6.     Concrete  Tunnel  Lining  with  Steel  Rib  Reinforcement, 
C.  C.  &  O.  Ry. 

The  steel  reinforcement  used  on  the  C.  C.  &  0.  Ry.,  Fig.  6, 
consists  of  12"  I  beam  ribs  at  2  to  3  ft.  centers,  in  two  curved 
sections  spliced  together  just  above  the  springing  line  of  the  arch, 
at  the  most  dangerous  points  the  ribs  are  placed  12"  centers,  the 
ribs  being  carried  down  to  the  floor  of  the  tunnel  only  on  the  side 
from  which  the  pressure  occurs. 


70 


TUNNEL  PORTALS. 


The  A.  R.  E.  A.  recommend  that  concrete  be  used  for  the  per- 
manent tunnel  lining  except  where  local  conditions  will  injure 
the  concrete  before  there  is  time  for  it  to  harden 

In  the  event  that  a  brick  lining  be  used,  that  portion  of  the 
arch  for  a  horizontal  distance  of  five  feet  on  each  side  of  the  center 
line  of  each  track  should  be  laid  with  vitrified  brick  in  rich  Port- 
land cement  mortar. 


FACE  OF  PORTAL  SECTION  OF  PORTAL 

Fig.  7.     Concrete  Tunnel  Portal,  C.  C.  &  O.  Ry. 

Tunnel  Portals.  —  Fig.  7  illustrates  a  permanent  type  of  portal 
as  built  on  the  C.  C.  &  O.  Ry.  The  face  is  finished  with  one  in.  of 
one  to  one  cement  mortar  applied  as  forms  are  filled.  It  is  usual 
to  elaborate  the  face  of  permanent  portals  with  a  view  of  giving 
them  a  monumental  appearance.  When  timber  is  used,  the  end 
portals  consist  of  12  in.  by  12  in.  posts  spaced  two  feet  centers  or 
less,  for  a  distance  of  about  8  feet  from  the  ends,  with  12  in.  by 
12  in.  timbers  built  over  and  across  the  end  posts,  to  form  a  retain- 
ing wall  on  top ;  the  end  walls  are  also  braced  with  similar  timbers 
forming  wing  walls  parallel  to  the  tracks  with  lining  behind  if 
necessary  to  take  the  end  slope  of  the  hill;  thej>race  posts  are 
secured  at  the  bottom  by  extending  the  main  siHT 


COST  OF  TUNNEL  WORK. 


71 


Approximate 
of 


Concrete  to  extend  to 
•olid  wall  for  l' below 
and  2  above 
•printing  line. 


breakage  i.  raeh  M  to  require 
in  6 'packing,  concrete  shall 
-to  rock  face,  except  on  top 
Arch.  Where  more  than 

packing  L,  required,  broken 
of  suitable  size  shall 
unless  Engineer 
shall  otherwise 
direct. 


Refuge  Xiches-7'9  high,  Jf  6'wide, 
HTdeep.  100'apart  on  each  avte 

of  tonneL 


Profile  Grade  /•  ~  i 

Fig.  8.    Tunnel  Lining.     Plain  Concrete,  C.  C.  &  O.  Ry. 

TUNNEL  CONCRETE  LINED  AFTER   REMOVING  TIMBER.    (Fig.  8.) 
APPROXIMATE  COST  PER  LINEAL  FOOT,  WITHOUT  TBACK. 


15 

450 

45 

1 


cu.  yd.  Excavation (g  $3. 25 

F.  B.  M.  Timber 

Ib.  Iron  in  timber 

cu.  yd.  Breakage 

Packing  and  weep  drains 

Freight,  1  ton 

cu.  yd.  Concrete 


40.00 
0.06 
1.00 

4.00 
10.00 


Supervision  and  contingencies,  about 10  per  cent 

Total.. 


$  48.75 

18.00 

2.70 

1.00 

1.55 

4.00 

40.00 

$116.00 

11.00 

$127.00 


72 


COST  OF  TUNNEL  WORK. 


12'x  l/Struts  wedged  figh 


Space  between  concrete  and  timbe 
to  be  filled  with  broken  atone 


o  beyond  this  lin 
neither  desired  or  required 
where  rock  breaks  beyond 
this  line  use  struts  and 
packing  as  shown. 


4  stop 


HALF  SECTION 
STONE  PACKING 


HALF  SECTION 
WOOD   PACKING 


Fig.  9.     Tunnel  Concrete  Lining  Inside  of  Timbering,  C.  C.  &  O.  Ry. 


Approximate  Costs  of  Tunnel  Work. 

TUNNEL  LAGGED  THROUGHOUT  AND  CONCRETE  LINED.     (Fig.  9.) 
APPROXIMATE  COST  PER  LINEAL  FOOT,  WITHOUT  TRACK. 


19 

650 

cu.  yd.  Excavation  
F.  B.  M.  Timber 

©  $3.25 
.  .  .    .    .   @  40.00 

$  61.25 
26.00 

65 

Ib.  Iron  in  timber 

@     0.06 

3.90 

?, 

cu.  yd.  Breakage  

@     1.00 

2.00 

Packing  and  weep  drains  

1.85 

Freight,  If  tons  

@     4.00 

6.00 

41 

r  cu.  yd.  Lining  

@  10.00 

$101.00 
45.00 

Supervision  and  contingencies,  about  .  .  .  , 

10  per  cent 

$146.00 
14.00 

Total 


$160.00 


COST  OF  TUNNEL  WORK. 


73 


TUNNEL  LAGGED  OVER  ARCH  ONLY  AND  CONCRETE  LINED.  (Fig.  9.) 
APPROXIMATE  COST  PER  LIXEAL  FOOT,  WITHOUT  TRACK. 

18    cu.  yd.  Excavation @  $3. 25  $  58. 50 

500    F.  B.  M.  Timber @  40.00  20.00 

50    Ib.  Iron  in  timber @    0. 06  3. 00 

1    cu.  yd.  Breakage @     1.00  1.00 

Packing  and  weep  drains 1 . 50 

Freight,  1  ton @    4. 00  4. 00 

$  88.00 

4    cu.  yd.  Concrete  lining : @  10. 00  40. 00 

$128. 00 

Supervision  and  contingencies,  about 10  per  cent  12. 00 

Total $140.00 

Average  unit  prices  for  double  track  tunnel  work,  1915: 

Excavation     Rock  per  lineal  ft $135. 00 

Earth  per  lineal  ft 245. 00 

Average  per  lineal  ft 142. 00 

Extra  account  lining  per  cu.  yd 3. 00 

Back  filling    Wood  per  cord 7. 50 

Rock 2.25 

Lining             Timber  per  M.  ft.  B.  M 40. 00 

Concrete  per  cu.  yd 13. 50 

Average  cost  per  foot 81 . 00 

Trackwork  per  foot 6. 50 


FROM   DRINKER'S  TUNNELING. 


Material. 


Cost  per  cubic  yard. 


Excavation. 


Single. 


Double. 


Masonry. 


Single. 


Double. 


Cost  per  lineal  foot. 


Single. 


Double. 


Hard  rock . . 
Loose  rock . 
Soft  ground 


15.80 

3.12 
3.62 


$5.46 

3.48 
4.64 


$12.00 

9.07 

15.00 


$  8.25 
10.41 
10.50 


$  69.76 

80.61 

135.31 


$142.82 
119.26 
174.42 


The  Can.  Nor.  double  track  tunnel  under  Mount  Royal,  Montreal, 
Canada,  is  said  to  have  cost,  excluding  track  and  ballast  per 
foot $208.00 

The  Can.  Pac.  double  track  tunnel  between  Hector  and  Yield  is 
said  to  have  cost,  excluding  track  and  ballast,  per  foot $150. 00 


74 


TUNNEL  VENTILATION  AND  FLOORS. 


Tunnel  Ventilation.  —  An  improved  system  of  ventilating 
some  of  the  tunnels  on  the  mountainous  regions  in  West  Virginia 
between  Clarksburg  and  Parkersburg  consisting  of  revolving  fans 
propelled  by  steam  power  plants  located  near  the  portals,  which 
drives  fresh  air  ahead  of  the  trains  and  insures  comfortable  tem- 
peratures, cost  $70,000  each. 

Tunnel  Floors.  —  The  A.  R.  E.  A.  recommended  for  double 
track  tunnels  that  the  drainage  should  be  provided  for  by  the 
construction  of  a  concrete  channel  midway  between  the  tracks. 

Figs.  10  and  11  show  the  arrangement  adopted  in  the  River- 
mont  tunnel  (Southern  Ry.)  and  the  Richmond  St.  Tunnel, 
M.  St.  P.  &  S.  Ste.  M. 


Fig.  10.    Rivermont  Tunnel  (Southern  Ry.). 


Fig.  11.     Section  Tunnel  (M.  St.  P.  &  S.  Ste.  M.). 


K  Section  through 


yt  Section  beta 


Timber  Rib 

Fig.  12.     Tunnel  on  Everett  &  Monte  Cristo. 


TYPICAL  SECTION  OF  TUNNEL  FLOORS. 


75 


Fig.  12  shows  the  arrangements  adopted  for  the  Boulder 
tunnel  (Montana  Central  Ry.)  and  in  the  tunnels  of  the  Everett 
&  Monte  Cristo  Ry.  Fig.  13  shows  the  arrangement  in  the 
St.  Clair  circular  iron-lined  tunnel  of  the  Grand  Trunk  Ry. 
Masonry  viaducts  usually  have  drains  leading  to  weeper  holes 
or  pipes  forming  outlets  at  the  haunches  of  the  arches,  either  at 
the  spandrel  or  the  intrados. 


./ 

Brick  and  Cement 


Fig.  13.     St.  Clair  Tunnel. 

Fig.  14  shows  the  standard  construction  on  the  Interborough 
Rapid  Transit  subway. 


Fig.  14.     Section  Between  Ties;  Interborough  Rapid  Transit. 


76 


SUBWAYS. 


SUBWAYS. 

The  type  of  subway  to  adopt  will,  under  ordinary  conditions, 
depend  upon  the  number  of  supports  the  city  or  municipality 
will  allow  in  the  street;  usually  four  types  can  be  considered. 

A.  One  span  —  full  width  of  street. 

B.  Two  spans  —  supports  in  center  of  street. 

C.  Three  spans  —  supports  at  sidewalk  curb  lines. 

D.  Four  spans  —  supports  at  sidewalk  curb  lines  and  center 
of  street. 

The  usual  clearance  of  subways  is  12  ft.  to  13  ft.  for  streets 
without  street  cars  and  13'  6"  to  14'  6"  for  those  with  street  cars. 

In  all  types  the  aim  is  to  keep  the  floor  as  thin  as  possible  so 
as  to  limit  the  height  and  thereby  reduce  the  amount  for  fill 
in  embankment,  consistent  with  construction  that  will  produce 
water  tightness,  noiselessness,  good  drainage,  and  easy  mainte- 
nance, avoiding  projections  extending  above  the  rail  unless 
proper  clearance  is  provided  to  make  it  safe  for  trainmen.  A 
type  of  floor  construction  that  is  very  common  is  shown,  Fig.  15; 
the  depth  of  floor  is  only  2'  f "  and  the  girders  project  about  1  ft. 
above  the  base  of  rail.  The  floor  is  composed  of  9"  X  10"  steel 
eye  beams  15"  apart,  concrete  filled,  over  which  is  placed  a 
waterproof  membrane  and  the  ballast. 


Fig.  15.    Shallow  Floor. 


ADVANTAGES  OF  BALLASTED  FLOORS.  77 

X 

In  Chicago  the  street  subways  are  in  general  66  ft.  wide  be- 
tween abutments  with  curb  lines  10  ft.  from  the  walls.  At  the 
center  of  the  subway  a  space  about  3  ft.  wide  is  taken  for  a  line 
of  columns  and  the  wheel  guards.  This  leaves  about  21'  6"  for 
roadway,  which  permits  street  cars  and  fast  vehicles  to  pass 
slower  vehicles  moving  in  the  same  direction. 

For  wider  streets  the  66  ft.  subway  is  usually  maintained,  ex- 
cept at  boulevards. 

The  sidewalks  are  narrowed  to  10  ft.  to  make  up  for  the  space 
occupied  by  the  central  row  of  columns  and  their  clear  width  is 
further  reduced  to  about  8  ft.  by  a  line  of  columns  just  inside  the 
10  ft,  width. 

The  spacing  of  tracks  is  generally  13  feet  centers  and  if  long 
spans  have  to  be  adopted  it  means  that  the  girders  must  nqces- 
sarily  project  above  the  base  of  rail,  resulting  in  greater  hazard 
to  railway  employees. 

The  four  span  subway  permits  the  use  of  forms  of  construction 
which  will  give  a  clear  area  over  the  bridge,  thereby  eliminating 
projecting  girders  entirely. 

The  desire  to  get  a  shallow  floor  so  as  to  limit  the  height  and 
thereby  reduce  the  amount  for  filling  embankments  has  created 
a  number  of  different  types  that  differ  principally  in  regard  to  the 
floor  design. 

The  advantage  of  a  ballasted  floor  of  proper  depth  with  a  water- 
proofed base  as  compared  with  the  deck  steel  plate  floor  with 
little  or  no  ballast  is  considered  sufficient  to  warrant  the  adoption 
of  the  former  even  at  the  expense  of  some  additional  height, 
and  the  present  day  designs  that  are  most  in  evidence  consist  of 
a  combination  of  steel  and  concrete  with  a  ballasted  floor  having 
at  least  a  6-in.  cushion  of  ballast  under  the  ties.  The  floor  is 
made  waterproof  by  using  mastic  asphalt  or  other  material  put 
on  hot  over  the  concrete  and  allowed  to  thoroughly  set  before  the 
ballast  is  placed,  with  as  much  additional  aid  as  possible  from 
dishing  or  grading  the  concrete  floor  so  as  to  form  runoffs  whereby 
the  water  coming  through  the  ballast  will  always  flow  to  the 
drainage  outlets.  The  main  girders  are  still  confined  principally 
to  the  deck  or  through  plate  girder  type,  although  in  many 
cases  reinforced  concrete  with  slab  floor  construction  is  being 
adopted. 


78 


COMPARATIVE  COSTS  OF  SUBWAYS. 


Comparative  costs  of  two-track  subway  structures  for  60,  66 
and  80  ft.  streets  for  track  elevation  from  estimates,  with  slight 
modifications,  by  C.  N.  Bainbridge,  are  for  Coopers  E  50  loading 
with  track  and  girders  13  ft.  centers.  Depth  of  floor  for  steel 
structures  3  ft.  6  in.  and  for  concrete  structures  3  ft.  10  in. 

Paving  and  sidewalks  have  been  figured  on  the  basis  of  the 
right  of  way  being  100  ft.  wide. 

Abutments  and  piers  for  a  loading  of  from  2  to  2J  tons  per  sq.  ft. 
Rails,  ties,  ballast,  drainage  of  subways,  excavation  for  street 
depression,  etc.,  that  may  be  considered  as  common  to  all  struc- 
tures, have  not  been  included. 


TABLE  36.  —  ESTIMATES  FOR  CONCRETE   REINFORCED  BRIDGES. 


&L 

\v\ 

•i 

a 

b 

c 

i 

•e-ai-^. 

<     7i 

«s  —  ai—s* 

b   > 

W 

I 

60-ft.  street... 
66-ft.  street... 

10.6 
96 

19.6 
23.6 

12 
11 

36 
44 

i  r1 

1  rM 

1T  -H 

TYPE  "  D  "  FOUR-SPAN  CONCRETE  SUBWAYS  (2  tracks,  13  ft.  c'ts). 


Material,  type  D. 

60-ft.  street. 

66-ft.  street. 

80-ft.  street. 

Cone,  slab  cu.  yd. 

140 
55 
68 
150 
60 
420 
325 
160 
400 
2400 
1725 
160 

$14.00 
21.00 
8.00 
1.00 
0.25 
7.00 
1.00 
0.25 
3.25 
0.15 
0.20 
8.00 

$1,960 
1,155 
545 
150 
15 
2,940 
325 
40 
1,300 
360 
340 
1,280 
2,090 

168 
55 
68 
150 
60 
420 
325 
160 
490 
2200 
1900 
172 

$14.00 
21.00 
8.00 
1.00 
0.25 
7.00 
1.00 
0.25 
3.25 
0.15 
0.20 
8.00 

$2,350 
1,155 
545 
150 
15 
2,940 
325 
40 
1,590 
330 
380 
1,360 
2,200 

212 
59 
76 
170 
65 
420 
325 
160 
490 
3600 
2240 
200 

$14.00 
21.00 
8.00 
1.00 
0.25 
7.00 
1.00 
0.25 
3.25 
0.15 
0.20 
8.00 

$2,980 
1,240 
610 
170 
15 
2,940 
325 
40 
1,590 
540 
450 
1,600 
2,500 

Cone,  columns  cu.  yd. 
Cone,  footings                                 cu   yd 

Excav.  column  footings  cu.  yd. 
Backfill  column  footings.           .cu.  yd. 

Cone,  abutments  cu.  yd. 
Excav.  abutments  cu.  yd. 
Backfill  abutments  cu.  yd. 
Paving  right  of  way  100  ft  sq.  yd. 
Sidewalk  right  of  way  200  ft  sq.  ft. 
Waterproofing  sq.  ft. 
Falsework  lin.  ft. 
Eng.  and  contingencies  20% 

Total  
Each  additional  track  costs  

$12,500 
$4,200 

$13,400 
$4,500 

$15,000 
$5,300 

ESTIMATES  STEEL  AND  CONCRETE  SUBWAYS. 


79 


TABLE  37.  —  ESTIMATES    FOR   STEEL    SUBWAY   BRIDGES    (STEEL  EYE  BEAM 
AND  CONCRETE  FLOOR). 


r 

3 

&L. 

_k 

a 

6 

C 

i 

r 

60Ft.Street 

00 

12 

36 

i 

<  p>  >^         t*       ~» 

\f       h       •» 

% 
% 

06  4k        ** 

m 

11 

44 

i 

6  1- 

1 

80  " 

fO 

18 

44 

j 

i 

i 

i^ 

TYPE  "  A  "  ONE-SPAN  SUBWAY  (2  tracks,  13  ft.  c'ts) 


Material,  type  A. 

60-ft.  street. 

66-ft.  street. 

80-ft.  street. 

Steel  structure  \b. 

180,000 

$0.03 

$5,400 

207,000 

$0.03 

$6,210 

285,000 

$0.03 

$8,550 

Cone,  floor  cu.  yd. 

52 

18.00 

930 

57 

18.00 

1,030 

69 

18.00 

1,240 

Cone,  abutments  cu.  yd. 

530 

7.00 

3,710 

530 

7.00 

3,710 

530 

7.00 

3,710 

Excav.  abutments  cu.  yd. 

350 

1.00 

350 

340 

1.00 

340 

340 

1.00 

340 

Backfill  abutments  cu.  yd. 

120 

0.25 

30 

120 

0.25 

30 

120 

0.25 

30 

Paving  right  of  way.  .  .sq.  yd. 

400 

3.25 

1,300 

490 

3.25 

1,590 

490 

3.25 

1,590 

Sidewalk  right  of  way.  .sq.  ft. 

2,400 

0.15 

360 

2,200 

0.15 

330 

3,600 

0.15 

540 

Waterproofing  sq.  ft. 

1,725 

0.20 

340 

1,900 

0.20 

380 

2,240 

0.20 

450 

Falsework                       lin.  ft. 

160 

8  00 

1,280 

172 

8  00 

1,380 

200 

8.00 

1,600 

Eng.  and  conting's  20% 

2,700 

3,000 

3,650 

Total  

$16,400 

$18,000 

$21,700 

Each  additional  track  costs  .  .  . 

$6,000 

$6,700 

$8,200 

"Ft 

1 

j 

//M 

r 

<    6    >k 

k     6     > 

i         A         i 

a 

b 

C 

60  Ft.Street 

30 

12 

36 

66  " 

n 

11 

44 

80  »       " 

40 

is 

44 

TYPE  "  B  "  TWO-SPAN  SUBWAY  (2  tracks,  13  ft.  c'ts). 


Material,  type  B. 

60-ft.  street. 

66-ft.  street. 

80-ft.  street. 

Steel  structure  Ib. 

133,000 

$0.03 

$3,990 

158,000 

$0.03 

$4,740 

208,000 

$0.03 

$6,240 

Cone,  floor  cu.  yd. 

52 

18.00 

935 

57 

18.00 

1,030 

69 

18.00 

1,240 

Cone,  abutments  cu.  yd. 

530 

7.00 

3,710 

530 

7.00 

3,710 

530 

7.00 

3,710 

Excav.  abutments  cu.  yd. 

340 

1.00 

340 

340 

1.00 

340 

340 

1.00 

340 

Backfill  abutments.  .  .  .cu.  yd. 

120 

0.25 

30 

120 

0.25 

30 

120 

0.25 

30 

Cone,  piers  cu.  yd. 

21 

8.00 

170 

23 

.8.00 

185 

26 

8.00 

205 

Excav.  piers  cu.  yd. 

40 

1.00 

40 

40 

1.00 

40 

50 

1.00 

50 

Backfill  piers  cu.  yd. 

20 

0.25 

5 

20 

0.25 

5 

20 

0.25 

5 

Paving  right  of  way.  .  .sq.  yd. 

400 

3.25 

1,300 

490 

3.25 

1,590 

490 

3.25 

1,590 

Sidewalk  right  of  way.  .sq.  ft. 

2,400 

0.15 

360 

2,200 

0.15 

330 

3,600 

0.15 

540 

Waterproofing  sq.  ft. 

1,725 

0.20 

340 

1,900 

0.20 

380 

2,240 

0.20 

450 

Falsework  .  .                    lin.  ft. 

160 

8  00 

1  280 

172 

8  00 

1  380 

200 

8  00 

1  600 

Eng.  and  conting's  20% 

2,500 

2,740 

3,200 

Total  

$15,000 

$16,500 

$19,200 

Each  additional  track  costs  .  .  . 

$  5,400 

$5,800 

$6,900 

80 


ESTIMATES  STEEL  AND  CONCRETE  SUBWAYS. 


TABLE  38.  —  ESTIMATES  FOR  STEEL  SUBWAY  BRIDGES   (STEEL  EYE  BEAM 
AND  CONCRETE  FLOOR). 


\  — 

<               a             % 

Ctl 

1* 

a  i 

a 

b 

C 

CO  FtStreet 

10.0 

39 

1-2 

30 

l<b> 

It            c           >l 

6 

f 
^ 

66  <<       •> 

9.0 

47 

11 

44 

4_  H 

80  «      •. 

10.0 

47 

18 

44 

TYPE  "  C  "  THREE-SPAN  SUBWAY  (2  tracks,  13  it.  c'ts). 


Material,  type  C. 

60-ft.  street. 

66-ft.  street. 

80-ft.  street. 

Steel  structure  Ib. 

141,000 

$0.03 

$4,230 

168,400 

$0.03 

$5,050 

190,000 

$0.03 

$5,700 

Cone,  floor  cu.  yd. 

52 

18.00 

930 

57 

18.00 

1,030 

69 

18.00 

1,240 

Cone,  abutment  cu.  yd. 

530 

7.00 

3,710 

530 

7.00 

3,710 

530 

7.00 

3,710 

Excav.  abutments  cu.  yd. 

340 

1.00 

340 

340 

1.00 

340 

340 

1.00 

340 

Backfill  abutments  cu.  yd. 

120 

0.25 

30 

120 

0.25 

30 

120 

0.25 

30 

Cone,  piers  cu.  yd. 

37 

8.00 

300 

42 

8.00 

340 

46 

8.00 

370 

Excav.  piers  cu.  yd. 

70 

1.00 

70 

70 

1.00 

70 

80 

1.00 

80 

Backfill  piers  cu.  yd. 

40 

0.25 

10 

40 

0.25 

10 

40 

0.25 

10 

Paving  right  of  way.  ..sq.  yd. 

400 

3.25 

1,300 

490 

3.25 

1,590 

490 

3.25 

1,590 

Sidewalk  right  of  way.  .sq.  ft. 

2,400 

0.15 

360 

2,200 

0.15 

330 

3,600 

0.15 

540 

Waterproofing                 sq.  ft. 

1,725 

0  20 

340 

1  900 

0  20 

380 

2  240 

0  20 

450 

Falsework                       lin.  ft. 

160 

8  00 

1,280 

172 

8  00 

1  380 

200 

8  00 

'  1,600 

Eng.  and  conting's  20% 

2,600 

2,840 

3,140 

Total  

$15,500 

$17,100 

$18,800 

Each  additional  track  costs.  .  . 

$5,500 

$6,000 

$6,800 

TYPE  "  D  "  FOUR-SPAN  SUBWAY  (2  tracks,  13  ft.  c'ts). 


Material,  type  D. 

60-ft.  street. 

66-ft.  street. 

80-ft.  street. 

Steel  structure               Ib. 

121,900 
52 
530 
340 
120 
45 
80 
40 
400 
2,400 
1,725 
160 

$0.03 
18.00 
7.00 
1.00 
0.25 
8.00 
1.00 
0.25 
3.25 
0.15 
0.20 
8.00 

$3,660 
930 
3,710 
340 
30 
360 
80 
10 
1,300 
360 
340 
1,280 
2,500 

136,400 
57 
530 
340 
120 
46 
80 
40 
490 
.2,200 
1,900 
172 

$0.03 
18.00 
7.00 
1.00 
0.25 
8.00 
1.00 
0.25 
3.25 
0.15 
0.20 
8.00 

4,090 
1,030 
3,710 
340 
30 
370 
80 
10 
1,590 
330 
380 
1,380 
2,660 

162,000 
69 
530 
340 
120 
51 
90 
40 
490 
3,600 
2,240 
200 

0.03 
18.00 
7.00 
1.00 
0.25 
8.00 
1.00 
0.25 
3.25 
0.15 
0.20 
8.00 

$4,860 
1,240 
3,710 
340 
30 
410 
90 
10 
1,590 
540 
450 
1,600 
2,930 

Cone  floor                     cu.  yd. 

Cone,  abutments  cu.  yd. 
Excav.  abutments  cu.  yd. 
Backfill  abutments  —  cu.  yd. 
Cone,  piers  cu.  yd. 

Excav  piers                    cu.  yd. 

Backfill  piers                 cu.  yd. 

Paving  right  of  way.  .  .sq.  yd. 
Sidewalk  right  of  way.  .sq.  ft. 
Waterproofing  sq.  ft. 

Falsework  lin.  ft. 
Eng.  and  conting's  20% 
Total  
Each  additional  track  costs 

$14,900 

$16,000 

$17,800 

$5,100 

$5,500 

$6,300 

REINFORCED  CONCRETE  SUBWAY. 


81 


It  will  be  noted  by  comparing  the  cost  of  the  various  types  that 
the  four  span  subway  is  the  most  economical;  it  is  also  the  most 
typical  as  it  favors  and  lends  itself  to  the  best  type  of  construc- 
tion, and  at  the  same  time  cannot  be  said  to  interfere  with  the 
general  utility  of  the  street  as  the  columns  in  the  center  simply 
divide  the  traffic  which  is  a  convenience  in  most  cases,  and  those 
at  the  curbs  separate  the  vehicle  traffic  from  the  foot  traffic  and 
is  not  a  detriment.  A  subway  of  this  kind,  which  is  a  very  pleas- 
ing design,  is  shown  on  Fig.  16  as  built  by  the  C.  M.  &  St.  P. 
of  reinforced  concrete  and  the  depth  of  the  floor  system  is  3'  9" 
to  base  of  rail;  the  deep  floor  enables  the  structure  to  be  built 
without  any  projections  above  the  rail  level. 


-Base  of  Rail 


u  Stirrups  Handling  Stirrup^ 


<7aBiSLr  I'  I  |AI    iGuttor  slope  ?fgper  ft<    .    .  j  j  jlp 


SECTION  ON  C.  L.  OF  TRACK 
-26^7— 


12-M:3r 

CROSS  SECTION 


Mil    I  Pifi!!  I  !  i  IN  1 1' 

BSj&LiJJ 


H^ 


^""Stlrrupt 


/  Level  with      \ 
Vcrown  of  street^ 

^4.5i"oB»T3 

«°Stlrrup. 

'"Baral'e'C.toa 

^B»r. 


HALF  ELEVATION  CURB  PIER 


HALF  ELEVATION  CENTER  PIER 


SECTION  "B-B"  CURB  PIER 


HALF  SECTION 


SECTION  NEAR      HALF  SECTION 
C.L.  OF  STREET     1        AT  CURB 


Fig.  16.    Reinforced  Concrete  Subway,  C.  M.  &  St.  P.  Ry. 


82 


REINFORCED  CONCRETE  SUBWAYS. 


S'O*.  l^"Pipe  Railing^ 


Fig.  17.     Typical  end  elevation  and  cross  section,  of  Carolina  Ave. 
and  Florida  St.  Subways. 

Subways.  —  Memphis,  Tenn. 

Tracks  spaced  12J  ft.  c.  to  c.  Four  floor  slabs  per  track,  each 
6  ft.  2J  in.  by  23  ft.  2|  in.  Designed  for  Cooper's  E  55  loading. 
Impact,  50  per  cent  of  live  load. 

Quantities  per  lin.  ft.  of  subway: 

Slab  floor  system 4. 74  cu.  yd. 

Abutments 4. 87  cu.  yd. 

Center  supports 0. 98  cu.  yd. 

Total 10. 59  cu.  yd. 

Wing  walls  (right  angle  20  ft.  long),  each  26.81  cu.  yd. 

Reinforcement  of  slabs 173  Ib.  per  yd. 

Reinforcement  of  substructure 140  Ib.  per  yd. 

All  concrete  1:2:4. 

Fig.  17  shows  a  typical  end  elevation  and  section  of  the  sub- 
ways at  Florida  St.  and  at  Carolina  Ave.  except  that  the  total 
width  between  abutments  on  Carolina  Ave.  will  be  65  ft.  The 
design  is  especially  noteworthy  on  account  of  the  extensive  use 
of  reinforced  concrete  and  of  the  box  type  of  abutments.  Street 
grades  on  the  subway  approaches  will  be  approximately  4  per 
cent  and  the  paving  will  be  of  vitrified  brick  on  a  concrete  founda- 
tion. 

These  two  subways,  exclusive  of  paving  but  including  property 
damages,  will  cost  approximately  $175,000,  of  which  the  city's 
expense  will  be  approximately  $25,000  plus  the  cost  of  paving. 
Eng.  News,  July  27,  1916. 


BRIDGE  ABUTMENTS. 


83 


CHAPTER  VI. 
BRIDGES,  TRESTLES,  AND  CULVERTS. 

Bridge  Abutments,  Piers,  and  Retaining  Walls. 

Abutments.  —  Abutments  may  be  built  either  of  stone  or 
concrete.  For  the  latter,  if  current  is  strong,  the  up-stream 
corners  should  be  stone-faced.  Leave  4-inch  clearance  between 
face  of  ballast  wall  and  end  of  girders.  Frost  batter  of  walls  to 
be  finished  smooth.  Bridge  seats  to  be  finished  to  a  dead  level 
throughout  on  tangents,  and  on  curves  given  a  slope  parallel  to 
the  super-elevation  of  the  outer  rail,  including  tie  seat  on  the 
ballast  wall. 

-»{Ai«-  Base  of  Kail 


PLAN 

Fig.  18.     Bridge  Abutments. 

On  curves  locate  abutments  normal  to  chord  of  span.  The 
quantities  given  in  the  following  tables  for  bridge  abutments 
include  wing  walls,  based  on  the  assumption  that  the  cross  section 
is  level  and  foundation  carried  to  a  depth  of  5  ft.  below  ground  line. 
Wing  walls  are  stopped  at  a  height  of  4  feet  above  ground  line. 


84 


QUANTITIES  IN  ABUTMENTS. 


TABLE  39.  — ABUTMENTS  FOR  DECK  PLATE  GIRDERS.     (Fig.  18.) 


Span. 

Bridge  seats. 

Approximate  cubic  yards  in  one  abutment.  Height  "  C." 

A. 

B. 

10 
ft. 

14 

ft. 

64 
66 
68 
70 
72 
74 
75 
76 

18 
ft. 

22 
ft. 

26 

ft. 

30 
ft. 

34 

ft. 

38 
ft. 

42 
ft. 

829 
831 
833 
835 
839 
843 
847 
852 

48 

ft. 

50 

ft. 

Ft. 
20 
30 
40 
50 
60 
70 
80 
90 

Ft.  In. 
2  0 

2  3 
2  6 
2  9 
3  0 
3  3 
3  6 
4  0 

Ft.  In. 

3  9 
4  6 
5  6 
6  6 
8  0 
9  0 
10  0 
10  6 

28 

29 
30 
31 

114 

116 
118 
120 
124 
128 
130 
133 

180 
182 
184 
186 
190 
195 
198 
203 

265 

267 
269 
271 
275 
279 
283 
288 

370 

372 
374 
376 
380 
384 
388 
393 

498 
500 
502 
504 
508 
512 
516 
520 

650 
652 
654 
656 
660 
664 
668 
673 

1036 
1038 
1040 
1042 
1046 
1050 
1054 
1059 

1274 
1276 
1278 
1280 
1284 
1289 
1293 
1297 

TABLE  40.  —  ABUTMENTS  FOR  HALF  DECK  GIRDERS.     (Fig.  18.) 


Span. 

Bridge  seats. 

Approximate  cubic  yards  in  one  abutment.  Height  "  C." 

A. 

B. 

10 

ft. 

14 
ft. 

18 
ft. 

113 
115 
116 
117 
121 
124 
127 

22 
ft. 

26 
ft. 

30 

ft. 

34 

ft. 

38 
ft. 

42 
ft. 

46 
ft. 

50 
ft. 

Ft. 
20 
30 
40 
50 
60 
70 
80 

Ft.  In. 

2  0 
2  3 
2  6 
2  9 
3  0 
3  3 
3  6 

Ft.  In. 

1  8 
1  8 
1  8 
2  5 
3  11 
4  10 
5  9 

27 
28 
29 
29 
30 
31 
32 

63 
65 
66 
67 
70 
72 
74 

179 

181 
182 
183 
187 
191 
195 

264 
266 
267 
268 
272 
276 
280 

369 
371 
372 
373 
377 
381 
384 

497 
499 
500 
501 
505 
509 
512 

649 
651 
652 
654 
658 
663 
666 

828 
829 
830 
832 
835 
840 
843 

1035 
1037 
1038 
1040 
1043 
1048 
1051 

1273 

1275 
1276 
1278 
1281 
1286 
1289 

TABLE  41.  — ABUTMENTS  FOR  THROUGH  BRIDGES.     (Fig.  18.) 


Span. 

Bridge  seats. 

Approximate  cubic  yards  in  one  abutment.    Height  "  C." 

A. 

B. 

10 

ft. 

14 

ft. 

18 

ft. 

22 
ft. 

26 

ft. 

30 
ft. 

34 
ft. 

38 

ft. 

680 
682 
684 
687 

42 

ft. 

46 
ft. 

50 
ft. 

Ft. 
100 

125 
150 
200 

Ft.    In. 

4    0 
4    0 
4    0 
4    6 

Ft.    In. 
5     6 

5    9 
5    9 
6    0 

38 
39 
39 
40 

84 

85 
85 
86 

139 
140 
141 
143 

208 
210 
211 
213 

294 
296 
298 
301 

398 
400 
402 
405 

526 
528 
530 
533 

857 
859 
861 
865 

965 
967 
969 
973 

1303 
1305 
1307 
1311 

Bridge  Piers.  —  Piers  may  be  built  either  of  concrete  or  stone. 
If  of  concrete,  the  up-stream  cutwater  exposed  to  the  action  of 
swift  currents,  ice,  or  driftwood  should  have  stone  facing,  to 
about  3  feet  above  high  water. 


BRIDGE  PIERS.  85 

When  it  is  necessary  to  carry  abutments  or  piers  on  piles,  a 
grillage  of  12"  X  12"  timbers  embedded  in  concrete  is  very  com- 
monly used  to  form  a  base  over  the  piles  as  shown  in  Fig.  19. 

The  piles  and  timbers  are  placed  about  3-foot  centers,  and  the 
quantities  per  square  foot  of  area  covered  (D.  X  E.)  would  be 
approximately  as  follows: 

Number  of  piles / 0. 12  X  D.  E. 

Cubic  yards  concrete 0. 06  X  D.  E. 

Ft.  B.  M.  timber „ 8.0    X  D.  E. 

Estimate  for  concrete  base  and  pile  foundation  from  above  data: 
Piles  20  feet  long,  D.  9  feet  and  E.  18  feet  =  162  square  feet. 

No.  of  piles  162  X  0.12  =  19  X  20  =  380  ft.  at  25  cts.. .  $95.00 

Ft.  B.  M.  12  X  12  timbers  162  X  8  =  1296  ft.  B.  M.  at  $30.  .  38. 88 

Cu.  yd.  concrete,  162  X  0.06  =  9.7  cu.  yd.  at  $8 77.60 

Total $201. 48 

In  addition  to  the  concrete  base  it  is  usually  necessary  to  place 
caissons  or  wood  cribs  around  the  piers,  forming  a  watertight 
box  from  which  the  water  is  pumped  so  that  the  foundations 
can  be  laid  dry.  These  boxes  are  made  up  of  12"X12"  timbers 
framed  and  braced,  or  sheet  piling,  either  wood  or  steel,  is  often 
used.  The  cost  and  quantities  vary  with  the  nature  of  founda- 
tion and  are  usually  paid  for  at  unit  prices. 

In  place  of  the  concrete  and  timber  base  sometimes  a  solid 
floor  24  inches  thick  made  up  of  12"X12"  timbers  drift-bolted 
together  is  used  as  a  floating  platform  on  which  the  masonry  is 
built,  and  sunk  into  position  over  the  piles,  the  piles  having  pre- 
viously been  cut  off  by  an  under-water  saw. 

The  objection  to  this  method  is  the  liability  in  case  of  an  ice 
shove  for  the  pier  to  slide  between  the  platform  and  piles. 

All  piers  and  abutments  should  be  sufficiently  protected  from 
scour,  which  is  one  of  the  chief  sources  of  bridge  failures.  This 
can  only  be  done  by  taking  foundations  down  to  solid  bottom 
and  anchoring  the  masonry  to  the  foundation  bed  by  large  stone 
bolts,  or  dowels. 

In  running  water  they  should  be  further  protected  by  stone 
riprapping  all  around;  and  when  the  clearance  is  limited  and 
severe  ice  shoves  are  likely  to  occur,  crib  protection  piers  filled 
with  stones,  placed  25  to  50  feet  ahead  of  each  pier  up  stream, 
should  be  used. 


86 


QUANTITIES  IN   BRIDGE  PIERS. 

Base  of  Rail 


FRONT 


VIEW 


SECTION 


CONCRETE 


PLAN 


Fig.  19.  Bridge  Piers. 


TABLE  42.  —  APPROXIMATE  CUBIC  YARDS  IN  ONE  PIER.     (Fig.  19.) 


Width  of  piers. 


(For  girders  13-foot  centers  or  less. )    Total  height. 


"  B." 

10 

ft. 

14 

ft. 

18 
ft. 

22 
ft. 

26 
ft. 

30 
ft. 

34 

ft. 

38 
ft. 

42 
ft. 

46 
ft. 

50 
ft. 

54 
ft. 

58 
ft. 

Ft.  In. 

4  0 

39 

56 

74 

93 

114 

137 

161 

186 

214 

243 

274 

306 

340 

4  6 

45 

64 

84 

105 

129 

155 

180 

208 

238 

269 

304 

338 

376 

5  0 

50 

71 

93 

118 

143 

171 

200 

231 

263 

298 

334 

371 

412 

5  6 

56 

79 

104 

131 

159 

189 

220 

254 

289 

326 

365 

406 

449 

6  0 

62 

88 

115 

144 

175 

207 

242 

278 

317 

358 

399 

443 

489 

6  6 

68 

96 

126 

158 

191 

227 

264 

303 

344 

387 

433 

480 

529 

7  0 

75 

106 

138 

172 

209 

247 

287 

329 

373 

420 

467 

518 

570 

7  6 

81 

115 

150 

187 

226 

267 

310 

355 

403 

454 

504 

558 

614 

8  0 

88 

124 

165 

203 

245 

289 

335 

383 

434 

486 

541 

598 

657 

TABLE  43.  —  APPROXIMATE  CUBIC  YARDS  IN  ONE  PIER.     (Fig.  19.) 


Width  of  piers. 

(For  girders  over  13-foot  centers  up  to  20-foot  centers.)  Total  height. 

"B." 

10 
ft. 

14 

ft. 

18 
ft. 

22 

ft. 

26 
ft. 

231 
251 
272 
293 
316 
339 
362 

30 

ft. 

273 
297 
321 
346 
372 
399 
426 

34 

ft. 

318 
345 
373 
401 
431 
461 
492 

38 
ft. 

364 
395 

427 
458 
492 
528 
562 

42 

ft. 

415 
448 
483 
519 
557 
595 
632 

46 
ft. 

467 
503 
543 
583 
622 
664 
707 

50 
ft. 

520 
561 
603 
647 
692 
738 
783 

54 

ft. 

576 
621 
667 
715 
764 
812 
861 

58 
ft. 

635 
683! 
733, 
786 
837 
891 
941 

Ft.  In. 
6  0 
6  6 

7  0 
7  6 
8  0 
8  6 
9  0 

83 
90 
98 
106 
114 
123 
132 

117 
127 
139 
150 
161 
174 
186 

152 
166 
181 
195 
211 
227 
241 

190 
208 
225 
243 
262 
281 
301 

QUANTITIES  IN   BRIDGE  PIERS. 


87 


TABLE  44.  — BRIDGE  PIERS  WITH  OR  WITHOUT  CUTWATERS  FOR 
DECK  PLATE  GIRDERS. 


Base  of  Rail 


j 

B+e 

{ 

A  +8* 

3* 

B=Width 
3? 

Bi-C* 

* 
1 

-.  — 

^ 

B=Wldth     I 
?* 

A  -Length             <j 

^=^ 

5 

J 

X 

\ 

5                       Q 

,Xl 

cS 

.s 

H.A 

f.L. 

o 

i. 

| 
Ground  line 

1    . 

-w 

X 

Ns 

• 

-rrz^r-^--  —  "- 

M 

n~ 

—  "  1 

ffl 

>  does  not  give 
for  piling  re- 
may  be  in- 
as  shown  by 
limnm  distance 

le  to  edge  of 
M. 
per  pile=40,000 

~«     |'"ii: 

rj 

In    -' 

- 

>!l                                       01 

[-  £. 

ill 

j 

t 

,lj 

E=, 

±i 

*/' 

If  this  bas< 

"«0 



^f— 

0 

c^je     sufficient  ar 
+'     quired,  the  a 
-CO     creased  by  si 
J    dotted  lines, 

rea 

•  •Pb 
.,,i, 

7«r, 

ad 

CO 

Distance  c.  c 

4    T             w+E-no*            T    l 

zna8onry=l 

Ibs. 

Fig.  19a. 


CUBIC  YARDS  IN  ONE  PIER  -WITHOUT  CUTWATERS  FOR  D.  P.  G.  SPANS.    A  —  16'  0" 


Width  B. 


r. 

4'0" 

5'0" 

6'0" 

7'0" 

8'0" 

9*0" 

10'  0" 

12 

35 

43 

50 

58 

65 

72 

80 

14 

41 

50 

58 

67 

76 

84 

93 

16 

47 

57 

67 

77 

87 

97 

107 

18 

54 

65 

77 

88 

99 

111 

122 

20 

61 

74 

86 

99 

111 

124 

137 

22 

68 

82 

96 

110 

124 

138 

152 

24 

76 

91 

107 

122 

137 

153 

168 

26 

84 

100 

117 

133 

150 

167 

184 

28 

92 

110 

128 

146 

163 

181 

200 

30 

101 

120 

139 

159 

178 

197 

216 

32 

110 

131 

151 

172 

193 

213 

233 

34 

119 

141 

163 

185 

207 

229 

251 

36 

128 

152 

175 

199 

223 

246 

269 

38 

138 

163 

188 

213 

238 

263 

287 

40 

148 

175 

201 

227 

2d3 

279 

305 

42 

158 

186 

214 

242 

269 

297 

324 

44 

169 

198 

228 

257 

286 

315 

344 

46 

180 

211 

242 

273 

303 

334 

364 

48 

191 

223 

255 

287 

320 

352 

384 

50 

203 

237 

270 

304 

338 

372 

405 

52 

215 

251 

286 

321 

356 

391 

426 

54 

228 

265 

301 

338 

374 

411 

447 

56 

241 

279 

317 

355 

393 

431 

469 

58 

254 

294 

333 

373 

412 

452 

491 

60 

268 

309 

349 

390 

431 

472 

513 

88 


QUANTITIES  IN   BRIDGE  PIERS. 


QUANTITIES,  CUBIC  YARDS  IN  ONE  CUTWATER. 


F. 

Width  C. 

4'0" 

5'0" 

6'0" 

7'0" 

8'0" 

9'0" 

10'  0" 

3 

1.60 

2.35 

3.30 

4.5 

5.8 

7.3 

9.0 

6 

1.80 

2.80 

3.90 

5.3 

6.9 

8.7 

10.7 

7 

2.00 

3.15 

4.45 

6.0 

7.9 

10.0 

12.3 

9 

2.20 

3.50 

5.00 

6.7 

8.9 

11.2 

13.9 

11 

2.40 

3.80 

5.45 

7.4 

9.8 

12.4 

15.4 

13 

2.55 

4.10 

5.90 

8.0 

10.6 

13.5 

16.9 

15 

2.70 

4.35 

6.30 

8.6 

11.4 

14.6 

18.3 

17 

2.85 

4.60 

6.70 

9.2 

12.2 

15.7 

19.6 

19 

2.95 

4.80 

7.10 

9.8 

13.0 

16.7 

20.9 

21 

3.05 

5.00 

7.40 

10.4 

13.7 

17.7 

22.1 

23 

3.10 

5.15 

7.70 

10.9 

14.4 

18.6 

23.3 

25 

3.13 

5.30 

8.00 

11.3 

15.0 

19  5 

24.4 

27 

3.16 

5.40 

8.30 

11.7 

15.6 

20.3 

25.5 

29 

3.19 

5.50 

8.50 

12  1 

16.2  , 

21.0 

26.6 

31 

3.21 

5.60 

8.60 

12.5 

16.7 

21.7 

27.6 

33 

3.22 

5.70 

8.70 

12.8 

17.2 

22.3 

28.5 

Method  of  Finding  Total  Quantity  Cubic  Yards  in  Pier. 

To  find  quantities  in  a  pier  where  length  A  =  16'  0",  width  B  =  6'  0"  and  total  height  T  =  40'  0' 
when  depth  of  high  water  =  20'  0" 

C  =  6'  -\ =  8'  9",  and  F  =  20'  -f-  3'  =  23'  0". 

From  Table.  —  Quantity  in  pier  without  cutwater  =  201  cu.  yd. 

In  upstream  cutwater  where  F  =  23',  C  =  9',  quantity  =  18.6  cu.  yd. 
In  upstream  cutwater  where  F  =  23',  C  =  8',  quantity  =  14.4 

T2 

4  2 
Interpolating,  quantity  in  desired  cutwater  =  18.6  —  .4-  X  3  =    17.55 

Similarly,  quantity  for  downstream  cutwater  where  F  =  3'  and  C  =  8'  9"  =     6.95 

Total  quantity  in  pier     225.50 


QUANTITIES  IN  BRIDGE  PIERS. 


89 


TABLE  45.  — BRIDGE  PIERS  WITH  OR  WITHOUT  CUTWATERS  FOR  HALF 
DECK  PLATE  GIRDERS. 


— 

S 

Base  of  Rail 

s 

B+6' 

B=»Width        I 

A  +  6' 

j 

B=Width 
81 

a 
5 

c-B+l- 

B+6 

^£ 

A  =  =  L«'iitfth 

3' 

~^     i 

3* 

t 

a 

J3 

"^G1 

1 

N 

3 

Ground  line 

X 

t 

s 

H.V 

r.L. 

t 

3 

X 

\ 

u. 

\ 

& 

-^ 

1 

rJ 

1 

bast 
M 
irea 
top 
mi 

Fj 

ad 

doee  not  give 
for  piling  re- 
may  be  in- 
i  as  shown  by 
limum  distance 

lie  to  edge  of 
Itt 

per  pile=40,000 

!       -I-  r,  1                    *•*?            ! 

1 

11  ! 

3                                       [at: 

ll 

II 

H,, 

D, 

E=A  +  £ 

k 

»!>  -„         fl 

±            Tf  «i,i. 

'2t       \ 

' 

/A 

w 

D|«      sufficient  ai 
.                -••       quired,  the  i 

sji 

; 

V 

~~/. 

J      dotted  lines 

XL 

E  +  10"+2 

\  "7" 

Distance  c. 

W+E+10' 

masonry  = 

Iba. 

Fig.  19b. 

QUANTITIES,  CUBIC  YARDS  IN  ONE  PIER  WITHOUT  CUTWATERS  FOR  H.  D.  P.  G.  SPANS.    A  =  18'  0' 


Width  B. 


T. 

4'0" 

5'0" 

6'0" 

7'0" 

8'0" 

9'0" 

10'  0" 

12 

39 

48 

56 

64 

72 

81 

89 

14 

46 

56 

66 

75 

85 

95 

104 

16 

53 

64 

75 

87 

97 

109 

120 

18 

61 

74 

86 

98 

111 

123 

136 

20 

69 

83 

97 

111 

124 

138 

152 

22 

77 

93 

108 

123 

139 

155 

170 

24 

86 

102 

120 

136 

153 

170 

187 

26 

95 

113 

132 

150 

169 

187 

205 

28 

104 

124 

144 

163 

183 

203 

223 

30 

113 

134 

156 

177 

198 

220 

241 

32 

123 

146 

169 

191 

214 

237 

260 

34 

133 

157 

181 

206 

230 

254 

279 

36 

143 

169 

195 

221 

247 

273 

298 

38 

153 

181 

208 

236 

263 

291 

318 

40 

164 

193 

222 

251 

280 

309 

338 

42 

176 

206 

237 

267 

298 

329 

359 

44 

188 

220 

252 

284 

316 

348 

380 

46 

200 

234 

268 

301 

335 

368 

402 

48 

212 

247 

283 

318 

353 

389 

424 

50 

225 

262 

299 

336 

373 

410 

447 

52 

238 

277 

316 

354 

393 

432 

470 

54 

252 

292 

333 

373 

413 

453 

494 

56 

266 

308 

350 

392 

434 

476 

518 

58 

280 

324 

368 

411 

455 

499 

542 

60 

295 

340 

386 

431 

476 

522 

567 

90 


QUANTITIES  IN   BRIDGE  PIERS. 


QUANTITIES,  CUBIC  YARDS  IN  ONE  CUTWATER. 


F. 

Width  C. 

4'0" 

5'0" 

6'0" 

7'0" 

8'0" 

9'0" 

10'  0" 

3 

1.60 

2.35 

3.30 

4.5 

5.8 

7.3 

9.0 

6 

1  80 

2.80 

3.90 

5.3 

6.9 

8.7 

10.7 

7 

2.00 

3.15 

4.45 

6.0 

7.9 

10.0 

12.3 

9 

2.20 

3.50 

5.00 

6.7 

8.9 

11.2 

13.9 

11 

2.40 

3.80 

5.45 

7.4 

9.8 

12.4 

15.4 

13 

2.55 

4.10 

5.90 

8.0 

10.6 

13.5 

16.9 

15 

2  70 

4.35 

6.30 

8.6 

11.4 

14.6 

18.3 

17 

2.85 

4.60 

6.70 

9.2 

12.2 

15.7 

19.6 

19 

2.95 

4.80 

7.10 

9.8 

13.0 

16.7 

20.9 

21 

3.05 

5.00 

7.40 

10.4 

13.7 

17.7 

22.1 

23 

3.10 

5.15 

7.70 

10.9 

14.4 

18.6 

23.3 

25 

3.13 

5.30 

8.00 

11.3 

15.0 

19.5 

24.4 

27 

3.16 

5.40 

8.30 

11.7 

15.6 

20.3 

25.5 

29 

3.19 

5.50 

8.50 

12.1 

16.2 

21.0 

26.6 

31 

3.21 

5.60 

8.60 

12.5 

16.7 

21.7 

27.6 

33 

3.22 

5.70 

8.70 

12.8 

17.2 

22.3 

28.5 

Method  of  Finding  Total  Quantity  Cubic  Yards  in  Pier. 

To  find  quantities  in  a  pier  where  length  A  =  18'  0",  width  5=6'  0"  and  total  height  T  =  40'  0", 
when  depth  of  high  water  =  20'  0" 

c  =  6'  +  *?jzl  =  8'  9",  and  F  =  20'  +  3'  =  23'  0". 

From  Table.  —  Quantity  in  pier  without  cutwater  =  222  cu.  yd. 

In  upstream  cutwater  where  F  =  23',  C  =  9',  quantity  =  18.6  cu.  yds. 
In  upstream  cutwater  where  F  =  23',  C  =  8',  quantity  =  14.4 

4.2 

Interpolating,  quantity  in  desired  cutwater  =  18.6  —  -^  X  3  =    17.55 

Similarly,  quantity  for  downstream  cutwater  where  F  =  3'  and  C  =  8'  9"  =     6.95 

Total  quantity  in  pier          246.50 


QUANTITIES  IN  BRIDGE  PIERS. 


91 


TABLE  46.  —  BRIDGE  PIERS  WITH  OR  WITHOUT  CUTWATERS  FOR  THROUGH 

TRUSS  SPANS. 


Base  of  Rail 


B+6* 


If  this  base  does  not  giro 
sufficient  area  for  piling  re- 
quired, the  area  may  be  in- 
creased by  steps  as  shown  by 
dotted  lines,  minimum  distance 
c. toe.  piles=2'6" 
Distance  c.  of  pile  to  edge  of 
masonry  =  l'6'abt. 
Maximum  load  per  pile=iO,000 


Fig.  19c. 


QUANTTTIES,    CtTBIC    YABDB    IN  ONE   PttB   WITHOUT  CtJTWAl 

A  =  25'  0'. 


THROUGH  TRUSS  SPANS. 


T. 

Width  B. 

6'  0" 

7'  0" 

8'0" 

9'  0" 

10'  0" 

11'  0" 

12'  0" 

12 

76 

88 

99 

111 

122 

133 

145 

14 

89 

103 

116 

129 

143 

156 

169 

16 

103 

119 

134 

149 

164 

179 

194 

18 

117 

134 

152 

169 

186 

204 

220 

20 

132 

151 

170 

189 

208 

227 

246 

22 

147 

168 

189 

210 

231 

252 

273 

24 

162 

185 

208 

231 

254 

277 

300 

26 

178 

203 

228 

253 

278 

303 

328 

28 

194 

222 

249 

276 

303 

330   • 

356 

30 

211 

240 

269 

298 

328 

357 

385 

32 

228 

259 

291 

321 

353 

383 

414 

34 

246 

279 

312 

345 

378 

411 

444 

36 

264 

299 

334 

369 

404 

439 

474 

38 

283 

320 

357 

394 

431 

468 

505 

40 

302 

341 

380 

419 

458 

497 

536 

42 

321 

362 

403 

445 

486 

527 

568 

44 

341 

384 

428 

471 

514 

557 

600 

46 

361 

407 

452 

497 

543 

588 

633 

48 

382 

430 

477 

525 

572 

620 

667 

50 

403 

453 

503 

553 

603 

653 

703 

52 

425 

477 

529 

581 

634 

686 

738 

54 

447 

502 

556 

611 

665 

720 

774 

56 

470 

526 

583 

640 

697 

754 

810 

58 

493 

552 

611 

610 

728 

787   I 

846 

60 

517 

578 

638 

699 

760 

821 

882 

92 


QUANTITIES  IN   BRIDGE  PIERS. 


QUANTITIES,  CUBIC  YARDS  IN  ONE  CUTWATER. 


F. 

Width  C. 

4'  0" 

5'0" 

6'  0". 

7'  0" 

8'  0" 

9'  0" 

10'  0" 

11'  0" 

12'  0" 

3 

1.60 

2.35 

3  30 

4.5 

5.8 

7.3 

9.0 

10.9 

13.0 

6 

1.80 

2.80 

3  90 

53 

6.9 

8.7 

10.7 

12.9 

15.5 

7 

2.00 

3.15 

4.45 

6.0 

7.9 

10.0 

12.3 

14.9 

17.9 

9 

2.20 

3.50 

5.00 

6.7 

8.9 

11.2 

13.9 

16.8 

20.2 

11 

2.40 

3.80 

5.45 

7.4 

9.8 

12.4 

15.4 

18.7 

22.4 

13 

2.55 

4.10 

5.90 

8.0 

10.6 

13.5 

16.9 

20/5 

24.5 

15 

2.70 

4.35 

6.30 

8.6 

11.4 

14.6 

18.3 

22.2 

26.6 

17 

2.85 

4.60 

6.70 

9.2 

12.2 

15.7 

19.6 

23.9 

28.7 

19 

2.95 

4.80 

7.10 

9.8 

13.0 

16.7 

20.9 

25.6 

30.7 

21 

3.05 

5.00 

7.40 

10.4 

13.7 

17.7 

22.1 

27.2 

32.7 

23 

3.10 

5.15 

7.70 

10.9 

14.4 

18.6 

23.3 

28.7 

34.5 

25 

3.13 

5.30 

8.00 

11.3 

15.0 

19.5 

24.4 

30.1 

36.4 

27 

3.16 

5.40 

8.30 

11.7 

15.6 

20.3 

25.5 

31.5 

38.1 

29 

3.19 

5.50 

8.50 

12.1 

16.2 

21.0 

26.6 

32.8 

39.8 

31 

3.21 

5.60 

8.60 

12.5 

16.7 

21.7 

27.6 

34.1 

41.4 

33 

3.22 

5.70 

8.70 

12.8 

17.2 

22.3 

28.5 

35.3 

43.0 

Method  of  Finding  Total  Quantity  Cubic  Yards  in  Pier. 

25'  0",  width  B  8'  0"  and  total  height  T 


To  find  quantities  in  a  pier  where-length  A 
when  depth  of  high  water  =  20'  0". 

40  —  7 
C  =  B'-\ ~  =  10' 


40'  0", 


From  Table.  — 

In  upstream  cutwater  where  F  =  23',  C 

In  upstream  cutwater  where  F  =  23',  C  —  10',  quantity  =  23.3  cu.  yd. 

5.4 


0'  9",  and  F  =  20'  +  3'  =  23'  0". 
Quantity  in  pier  without  cutwater  •• 
11 ',  quantity  =  28.7  cu.  yd. 


380.00  cu.  yd. 


Interpolating,  quantity  in  desired  cutwater  =  28.7  —  -^-  X  3  =    27.40  cu.  yd. 

Similarly,  quantity  for  downstream  cutwater  where  F  =  3'  and  C  =  10'  9"  =    10.40  cu.  yd. 

Total  quantity  in  pier  417.80  cu.  yd. 


QUANTITIES  IN  BRIDGE  PIERS. 


93 


TABLE  47.  —  BRIDGE  PIERS  WITH  OR  WITHOUT  CUTWATERS  FOR  THROUGH 

PLATE  GIRDERS. 

Base  of  Rail 


& 

B=Width       I 

i 

A  +  6' 

3* 

B=Width 
3' 

a 
4 

C-B+& 

B+6* 

3' 
1 

4 

A=Length    , 

•;  —  v      , 

2! 

3 

p( 

M 

**  O 

1 

3                                         Q 

ground  line 

^ 

~ 

= 

H.V 

r.L. 

3 

/ 

V 

LL 

1  — 

^-  _ 



I 

"vTju. 

•I 
•ea 
m 
to. 

I:.: 

•ll 

-i  ; 

—  -j 

if 

;  does  not  give 
for  piling  re- 
i  may  be  in- 
s  as  shown  by 
nimum  distance 
'6' 
lie  to  edge  of 

j                  -    •                        -ep 

ji 

i                 Tf  thU 

n] 

IF 

H( 

\ 

3  + 

~  ) 

E=A+§ 

gj 

3 

"2  | 

y/ 

'.- 

ff- 

| 

o|;J      sufficient  ai 
4-       quired,  the 
S      creased  by  f 
»      dotted  lines 

\ 

V 

~'4 

x\ 

CD, 

E  +  lo'+2 

.~sT 

Distance  c. 

W+E+10' 

masonry  =  1'  6  "abt. 
Maximum  load  per  pile=10,000 
Iba. 

Fig.  19d. 


CUBIC  YARDS  IN  ONE  PIER  WITHOUT  CUTWAI 
A  =  24'  0". 


FOR  100  FT.  THROUGH  P.  G.  SPANS. 


Width  B. 


J.  . 

6'  0" 

7'  0" 

8'  0" 

9'  0" 

10'  0" 

11'  0" 

12'  0" 

12 

74 

85 

96 

107 

118 

129 

139 

14 

86 

99 

112 

125 

137 

150 

163 

16 

99 

114 

129 

144 

159 

173 

188 

18 

113 

130 

147 

163 

180 

197 

213 

20 

127 

146 

164 

183 

201 

220 

238 

22 

141 

162 

182 

203 

223 

244 

264 

24 

156 

179 

201 

223 

245 

268 

290 

26 

171 

196 

220 

244 

268 

292 

317 

28 

187 

214 

240 

266 

292 

318 

344 

30 

203 

231 

259 

287 

315 

343 

372 

32 

220 

250 

280 

310 

340 

370 

400 

34 

237 

269 

301 

333 

365 

397 

429 

36 

254 

288 

322 

356 

390 

424 

458 

38 

272 

308 

344 

380 

416 

452 

488 

40 

290 

328 

366 

404 

442 

480 

518 

42 

309 

349 

389 

429 

469 

509 

549 

44 

328 

370 

412 

454 

496 

538 

580 

46 

348 

392 

436 

480 

524 

568 

612 

48 

368 

414 

460 

506 

552 

598 

644 

50 

388 

436 

484 

533 

581 

629 

677 

52 

409 

460 

510 

560 

611 

661 

711 

54 

430 

483 

536 

588 

641 

693 

745 

56 

452 

507 

562 

617 

671 

725 

780 

58 

475 

532 

588 

645 

702 

758 

815 

60 

498 

556 

615 

674 

732 

791 

850 

94 


QUANTITIES  IN  BRIDGE  PIERS. 


QUANTITIES,  CUBIC  YARDS  IN  ONE  CUTWATER. 


F. 

Width  C. 

4'  0" 

5'  0" 

6'  0" 

7'  0" 

8'  0" 

9'  0" 

10'  0" 

11'  0" 

12'  0" 

3 

1.60 

2.35 

3.30 

4.5 

5.8 

7.3 

9.0 

10.9 

13.0 

6 

1.80 

2.80 

3.90 

5.3 

6.9 

8.7  - 

10.7 

12.9 

15.5 

7 

2.00 

3.15 

4.45 

6.0 

7.9 

10.0 

12.3 

14.9 

17.9 

9 

2.20 

3.50 

5.00 

6.7 

8.9 

11.2 

13.9 

16.8 

20.2 

11 

2.40 

3.80 

5.45 

7.4 

9.8 

12.4 

15.4 

18.7 

22.4 

13 

2.55 

4.10 

5.90 

8.0 

10.6 

13.5 

16.9 

20.5 

24.5 

15 

2.70 

4.35 

6.30 

8.6 

11.4 

14.6 

18.3 

22.2 

26.6 

17 

2.85 

4.60 

6.70 

9.2 

12.2 

15.7 

19.6 

23.9 

28.7 

19 

2.95 

4.80 

7.10 

9.8 

13.0 

16.7 

20.9 

25.6 

30.7 

21 

3.05 

5.00 

7.40 

10.4 

13.7 

17.7 

22.1 

27.2 

32.7 

23 

3.10 

5.15 

7.70 

10.9 

14.4 

18.6 

23.3 

28.7 

34.6 

25 

3.13 

5.30 

8.00 

11.3 

15.0 

19.5 

24.4 

30.1 

36.4 

27 

3.16 

5.40 

8.30 

11.7 

15.6 

20.3 

25.5 

31.5 

38.1 

29 

3.19 

5.50 

8.50 

12.1 

16.2 

21.0 

26.6 

32.8 

39.8 

31 

3.21 

5.60 

8.60 

12.5 

16.7 

21.7 

27.6 

34.1 

41.4 

33 

3.22 

5.70 

8.70 

12.8 

17.2 

22.3 

28.5 

35.3 

43.0 

Method  of  Finding  Total  Quantity  Cubic  Yards  in  Pier. 

To  find  quantities  in  a  pier  where  length  A  =  24  0",  width  B  8'  0"  and  total  height  T  =  40'  0' 
when  depth  of  high  water  =  20'  0''. 

10'  9",  and  F  =  20'  +  3'  =  23'  0". 


40-7 
12 


From  Table.  —  Quantity  in  pier  without  cutwater  =  366.00  cu.  yd. 

In  upstream  cutwater  where  F  =  23',  C  =  11',  quantity  =  28.7  cu.  yd. 
In  upstream  cutwater  where  F  =  23',  C  =  10',  quantity  =  23.3  cu.  yd. 

~5ii  cu.  yd. 

Interpolating,  quantity  in  desired  cutwater  =  28.7  —  ~  X  3  =    27.40  cu.  yd. 
Similarly,  quantity  for  downstream  cutwater  where  F  =  3'  and  C  =  10'  9"  =    10.40  cu.  yd. 

Total  quantity  in  pier  403.80  cu.  yd. 


RAILWAY  RETAININQ  WALLS. 


95 


Retaining  Walls.  —  A  narrow  right  of  way  and  high  property 
values  or  encroachments  on  public  highways  will  usually  necessi- 
tate the  building  of  retaining  walls. 

A  gravity  or  semi-gravity  wall  is  economical  up  to  16  or  18 
feet;  above  18  feet  it  is  considered  that  a  reinforced  wall  is  the 
cheaper  one;  the  type  of  wall  to  adopt  however  will  chiefly  be 
governed  by  conditions;  for  example  on  the  grade  separation 
work  at  McKees  Rock,  Pa.  (Penna  Lines  West),  the  retaining 
walls  were  20  feet  high  and  mass  walls  were  built,  as  the  condi- 
tions made  it  more  economical  than  a  reinforced  wall.  A  rein- 
forced wall  with  a  long  foundation  toe  would  have  necessitated 
the  abandoning  or  shifting  of  the  operating  track  with  consider- 
able interference  to  traffic  and  would  have  meant  the  building 
of  one  wall  at  a  time.  For  a  straight  gravity  wall  the  base  is 
generally  about  T%  the  height,  for  railway  construction  work,  and 
a  typical  wall  of  this  kind  is  given  on  page  35  with  quantities  in 
cubic  yards  for  each  foot  in  height  and  also  per  foot  run  for 
various  heights  of  wall. 

For  example  it  is  desired  to  ascertain  the  number  of  cubic  yards 
per  lineal  foot  in  a  gravity  wall  25  feet  high. 

In  the  column  of  heights  at  25  feet  the  cubic  yards  per  lineal 
foot  is  given  as  7.172  and  the  width  of  base  for  this  height  11'  6i". 

A  reinforced  concrete  retaining  wall  for  vehicle  traffic  with 
quantities  for  varying  heights  is  given  on  page  36. 

Cost  of  Retaining  Walls.  —  The  unit  prices  for  this  class  of 
work  has  a  very  wide  variation  depending  upon  location,  quan- 
tity, facilities  at  hand,  etc. ;  the  following  unit  prices  however  are 
fair  average  figures  for  work  of  this  character  and  will  be  used  in 
estimating  the  various  types  of  walls  mentioned  and  is  for  the 
work  built  in  place. 


Excavation,  per  cu.  yd $1 .00 

Back  fill,  per  cu.  yd 0.50 

Concrete,  plain,  per  cu.  yd..  8.00 
Concrete,  reinforced,  per  cu. 

yd 10.00 

Fill,  reinforced,  per  cu.  yd.  .  0.40 


Steel,  reinforced,  per  Ib $0.03 

Piles,  concrete,  per  ft 1 .30 

Piles,  wood,  per  ft 0.40 

Waterproofing  walls,  sq.  yd.  0.25 
Waterproofing    floor    slabs, 

sq.  yd 1.80 


96  RETAINING  WALLS. 

Retaining  Walls,  Chicago  Track  Elevation.  —  In  the  Chicago 
Track  Elevation  (Rock  Island  Lines)  the  retaining  walls  are 
built  in  alternate  blocks  of  35  feet,  with  traveling  forms.  It 
takes  about  six  hours  to  fill  the  form,  which  is  then  left  in  place 
about  fifteen  hours.  In  about  twenty  hours  the  traveling  form 
is  released  and  moved  seventy  feet  forward  and  is  then  ready  for 
the  next  section. 

It  is  stated  that  the  use  of  the  traveling  forms  has  enabled  the 
work  to  be  done  in  about  25  per  cent  of  the  time  required  with 
ordinary  forms  (from  the  building  to  the  removal  of  the  form) 
and  at  about  50  per  cent  of  the  cost  (including  erecting,  pouring 
and  dismantling)  their  general  construction  and  approximate 
estimate  of  cost,  using  the  unit  prices  already  referred  to,  follows: 

Foundations.  —  Concrete  piles  cast  in  place  in  clay  soil,  aver- 
age length  22  ft.  Load  20  to  25  tons  per  pile. 

Walls  and  Footings.  —  Mixture,  1:3:5,  built  in  35  ft.  Ig. 
sections,  varying  from  20  to  36  ft.  in  height.  Fig.  19c  shows 
vertical  face  practically  on  right  of  way  line,  with  footings  pro- 
jecting under  sidewalk.  Fig.  19g  shows  footing  on  right  of  way 
line  but  full  width  of  roadway  is  retained  by  projecting  wall  at 
top  on  supporting  brackets. 

Comparative  figures  and  quantities  for  both  types  of  wall  on  the 
same  unit  basis  are  given  on  page  97. 

Conduits.  —  Six  duct  conduits  near  top  of  wall  for  electric 
wires,  cables  and  telegraph  lines  with  manhole  chambers  400  ft. 
apart,  size  6  ft.  X  3  ft.  X  4  ft.  deep  with  reinforced  concrete  slab 
over  manhole  and  28  in.  iron  cover. 

Drainage.  —  Wells  are  provided  in  the  ends  of  retaining  walls 
adjacent  to  subway  abutments  3  ft.  X  3  ft.  extending  to  bottom 
of  wall.  No  weep  holes  are  provided,  but  along  the  back  of 
walls  are  laid  inclined  drains  of  porous  tile,  on  a  grade  of  0.5  per 
cent  extending  from  subgrade  level  to  6"  pipes  which  discharge 
into  the  drainage  well.  Each  well  has  an  8"  connection  to  sewer. 

Water-proofing.  —  Tar  pitch  composition  applied  to  back  of 
wall,  a  strip  of  burlap  and  felt  being  placed  over  each  expansion 
joint,  well  mopped  with  the  composition. 

Fill.  —  Sand  and  gravel,  dumped  from  cars.  Before  final 
surfacing  to  subgrade,  fill  will  be  thoroughly  soaked  with  water, 
to  reduce  settlement  to  a  minimum. 


COST  OF  RETAINING  WALLS. 


97 


TYPICAL  RETAINING  WALLS 
CHICAGO  TRACK  ELEVATION 

«2V>|H'l<    tV   >'j     Top  of  Rail^ 


TopofRAiK 


3J^  Bars  sVlg.  between 
Pile  Rows  : 

':-  . 


6*Drain 


SECTION    (A) 

Fig.  19e. 


Fig.  19g. 


TABLE  48.— APPROXIMATE  ESTIMATE  OF  COST  PER  LINEAL  FOOT  OF  WALL. 


Items. 

Section  A. 
Gravity  wall  (35  ft.  3  in.  high). 

Section  B. 
Gravity  wall  (32  feet  high). 

Excavat  ion 

6  cu.  yds. 
3  cu.  yds. 
35  lin.  ft. 

$1.00 
0.50 
1.30 

$6.00 
1.50 
45.50 
1  00 

6  cu.  yds. 
3  cu.  yds. 
30  lin.  ft. 

$1.00 
0.50 
1.30 

8^00 
0.03 

6^25 

$6.00 
1.50 
39.00 
1.00 
84.00 
1.35 
2.00 
1.00 
14.15 

Back  fill 

Piles  (concrete)  

Drainage 

Concrete  (plain)  
Steel  reinforcement.  . 
Conduit  for  wires. 

12.7cu.  yds. 
25  Ibs. 

8.00 
0.03 

101.60 
0.75 
2.00 
1.00 
15.65 

10.5  cu.  yds. 
45  Ibs. 

4  sq.  yds. 

Waterproofing 

4  sq.  yds. 

0.25 

Supervision 

Total  cost  per  lineal  foot  of  wall 



$175.00 

$150.00 

98 


COST  OF  RETAINING  WALLS. 


SEMI  GRAVITY  WALL 


REINFORCED  WALL 


3-1 K  B«PI 


Fig.  19j. 


Figures  19h  and  19j  illustrate  a  semi-gravity  and  a  straight 
reinforced  retaining  wall  used  in  grade  separation  work.  The  semi- 
gravity  wall  was  built  22  ft.  6  in.  high  with  pile  foundation,  the 
reinforced  wall  25  ft.  high  on  ground  that  did  not  require  piling. 
The  figures  given  are  from  the  bottom  of  footing  to  top  of  wall  in 
each  case. 


TABLE  49.  — APPROXIMATE  ESTIMATE  OF  COST  PER  LINEAL  FOOT  OF  WALL. 


Items. 

Section  C. 
Semi-gravity  wall  (22  in.  6  ft.  high). 

Section  D. 
Reinforced  wall  (25  ft.  high). 

Excavation  

3  cu.  yds. 
1£  cu.  yds. 
30  lin.  ft. 
Per  lin.  ft* 
3.8  cu.  yds. 
250  Ibs.    ' 
3  sq.  yds. 
10%  (about) 

$1.00 
0.50 
0.40 

's.'oo 

0.03 
0.25 

$  3.00 
0.75 
12.00 
1.00 
30.40 
7.50 
0.75 
5.60 

3  cu.  yds. 
1^  cu.  yds. 
30  lin.  ft. 
Per  lin.  ft. 
2.8cu.  yds. 
300  Ibs. 
3  sq.  yds. 
10%  (about) 

$1.00 
0.50 
0.40 

io!66 

0.03 
0.25 

$  3.00 
0.75 
12.00 
1.00 
28.00 
9.00 
0.75 
5.50 

Backfill  

Piles  (wood) 

Drainage  . 

Concrete,  plain  
Steel  reinforcement  .  . 
Waterproofing  
Supervision  

Total  cost  per  lineal  foot  of  wall.  . 

$61.00 

$60.00 

CRIB  WORK. 


99 


Crib  Work.  —  For  cheap  first  cost  or  temporary  construction 
across  or  alongside  water  fronts  or  embankments,  or  for  abut- 
ments, piers,  dams,  retaining  walls,  wharves,  etc.,  wooden  cribs 
are  used  extensively.  Figs.  20,  21,  and  22. 


CRIB  ABUTMENTS  AND  PIERS 


f 


Fig.  20. 


The  bottoms  of  the  cribs  are  constructed  to  suit  the  irregu- 
larities or  unevenness  of  the  ground,  any  deposit  or  obstruction 
in  the  bottom  being  removed  so  that  a  section  when  sunk  in 
place  will  take  an  even  bearing  throughout;  when  filled  with 
ballast  the  top  of  the  crib  should  be  reasonably  straight  and  in 
good  alignment.  Sometimes  the  portion  under  low  water  level 
is  built  of  several  cribs,  piles  being  driven  on  the  outer  line  of 
the  work  against  which  the  cribs  may  be  floated  and  sunk,  the 
guide  piles  being  cut  off  below  low  water  after  the  work  is  com- 
pleted. 

Construction.  —  The  timbers  are  usually  cedar  under  water 
and  tamarac  above  with  bark  removed;  the  outer  timbers  are 
hewn  or  sawn  perfectly  true  and  parallel  on  two  opposite  sides 
to  a  face  of  at  least  9  inches,  and  from  10  to  12  inches  thick,  the 
joints  made  as  close  as  possible  without  dressing  and  so  laid  as 
to  break  joint;  all  cross  ties  are  dovetailed;  notches  are  cut  in 
the  face  timbers  to  receive  the  dovetails,  one-half  into  the  course 
above  and  one-half  into  the  course  below;  timbers  at  the  angles 
are  halved  and  carefully  dovetailed.  All  timbers  held  by  drift 


100 


LOG  CRIBS. 


bolts  |  inch  in  diameter,  equal  to  a  depth  of  not  less  than  3| 
courses;  sometimes  tree  nails  of  oak  or  rock-elm  are  used  in 
place  of  drifts. 

Log  Cribs.  —  The  cross  and  longitudinal  ties  may  be  round 
logs  long  enough  to  pass  completely  through  the  crib  from  side 


?,'LOG  RETAINING 
CRIBS 


1  __jj^  

s    J 

Jl 

Fig.  21. 

to  side;  when  they  intersect  they  are  boxed  down  on  each  other 
and  bolted. 

A  close  floor  of  cedar  spars,  not  less  than  8  inches  in  diameter, 
is  laid  on  the  first  tier  of  cross  ties  to  hold  the  ballast,  or  stone 
filling;  sometimes  the  floor  is  laid  solid  crosswise  of  the  crib  and 
resting  on  bottom  longitudinal  face  courses. 


APPROXIMATE  COST  OF  CRIBBING  IN  PLACE. 

Squared  timbers,  per  thousand  feet  board  measure S30.00  to  $50.00 

Round  cedar  timbers,  per  foot 12  to  .20 

Iron  in  crib,  per  pound 04  to  .06 

Filling  (stone  or  ballast),  per  cubic  yard 25  to  1 .50 

Leveling  off  and  clearing  (dry),  per  cubic  y*ard 20  to  .30 

Leveling  off  and  clearing  (wet) 50  to  1 . 00 


CRIB  ABUTMENT.-. 


101 


Crib  Abutments.  (Fig.  22.)  —  For  permanent  structures  on 
high  fill  embankments  timber  crib  abutments  are  sometimes 
placed,  when  the  cost  of  masonry  to  solid  ground  would  be 
excessive  and  out  of  proportion  to  the  balance  of  the  structure. 
After  a  number  of  years,  when  the  bank  is  solidified,  the  crib 
may  be  removed  and  a  masonry  abutment  placed  in  the  usual 
way. 

Base  of  Kail 


•These  piles  only  at 
Sft.Ct's. 


Fig.  22. 


APPROXIMATE  COST  OF  ONE  CRIB  ABUTMENT. 

5000  feet  board  measure  timber  at  $30 $150.00 

16  piles  30  feet  long  each  =  480  feet  at  20  cts 96.00 

500  pounds  iron  in  above  at  5  cts 25 .00 

Back  filling,  etc 29.00 

Total $300.00 

The  wooden  abutments  illustrated  above  are  built  of  12  in.  by 
12  in.  timbers  dovetailed  at  the  ends,  with  cross  ties  about  3  ft. 
centers  on  the  lower  portion  of  the  crib  only.  The  floor  or  bridge 
seat  is  made  solid  with  12  in.  by  14  in.  timbers.  All  timbers  are 
drift  bolted  with  J  in.  found  spikes.  The  piles  are  10  to  12  in. 
diameter  at  about  3  ft.  centers.  The  crib  after  completion  is 
filled  with  stone  or  good  coarse  gravel  ballast. 


102  RAILWAY   BRIDGES. 

RAILWAY  BRIDGES. 

Deck  Plate  Girders.  (Fig.  23.)  —  Deck  plate  bridges  are 
made  of  steel  plates  and  angles,  fabricated  and  riveted  up  into 
girders,  etc.,  in  the  shops. 

The  girders  are  placed  at  9  feet  centers  more  or  less,  and  are 
held  laterally  by  steel  brace  frames  at  varying  intervals  placed 
crosswise,  and  by  longitudinal  bracing  top  and  bottom. 

Usually  the  span  is  completely  shop-riveted  and  shipped  ready 
to  drop  into  place,  so  that  it  is  only  necessary  to  insert  the  stone 
bolts  and  erect  the  floor,  which  is  very  easily  done. 

The  ends  of  girders  resting  on  the  masonry  are  supported  on 
steel  bearing  and  bed  plates  bolted  to  the  bridge  seats;  the  bolt 
holes  are  slotted  to  allow  for  expansion  and  contraction  for 
bridges  up  to  50  feet  span,  and  for  bridges  over  this  limit,  bearing 
and  pin-centered  bed  plates  with  steel  rollers  are  generally  used. 

Generally  speaking,  though  not  the  cheapest  type  of  bridge  to 
use,  it  is  the  most  convenient  when  ample  clearance  can  be  had. 

Approximate  weight  and  cost  of  Deck  Plate  Girder  Spans  from 
20  to  100  feet  are  given  in  Table  50. 

Half  Deck  Plate  Girders.  (Fig.  24.)  —  Half  deck  plate  bridges 
are  fabricated  in  the  same  manner,  but  the  girders,  frame  and 
bracings  are  shipped  loose  and  field  riveted  to  the  girders  when 
placed.  The  girders  are  widened  out  to  allow  train  clearance 
between,  as  the  floor  is  placed  below  the  top  flanges  of  the  bridge; 
the  brace  frames  being  somewhat  shallow  are  reinforced  by  gusset 
plates,  which  extend  from  the  top  to  the  bottom  flanges  in  trian- 
gular form. 

The  floor  system,  on  account  of  the  longer  distance  between 
girders,  is  very  much  heavier  than  the  deck  floor;  in  many  cases 
it  is  built  of  steel  and  reinforced  concrete,  with  ties  embedded  in 
ballast. 

This  type  of  bridge  is  convenient,  and  used  to  a  large  extent 
where  the  bridge  clearance  is  limited.  The  wood  floor  between 
girders  is  the  cheapest,  but  steel  floor  beams  and  stringers  is 
better  construction. 

Approximate  weight  and  cost  of  Half  Deck  Plate  Girder  Spans 
from  20  to  80  feet  are  given  in  Table  51  (wood  floor  between 
girders). 


WEIGHT  OF  STEEL  SPANS. 


103 


Base  of  Rail 


K — 9'c.  to  c. J 


Fig.  23.     Deck  Plate  Girders,  9'  0"  centers. 


TABLE  50.  —  APPROXIMATE  WEIGHT  AND  COST  OF  STEEL  DECK  PLATE 
BRIDGES   (SINGLE  TRACK). 


Length 
over  all. 

Base  of 
rail  to 
bridge 
seat. 

Depth 
back  to 
back  of 
angles. 
p 

Total 
weight. 

Weight 
of  steel 
per  ft.  of 
bridge. 

Cost  of 
steel  at 
5  cts. 
perlb. 

Bridge 
ties  at 
12-in. 
centers. 

Aver- 
age 
length 
of  floor 

Cost  of 
floor  at 
$5  per 
ft. 

Total 
cost  of 
steel 
and 
floor^ 

. 

. 

^y. 

system. 

system. 

Ft. 

Ft.   In. 

Ft.   In. 

Lbs. 

Lbs. 

In. 

Ft. 

20 

3    9 

2    6 

12,000 

600 

$600 

8X14 

30 

$150 

$750 

30 

4    6 

3    0 

19,500 

650 

975 

8X14 

40 

200 

1175 

40 

5    6 

4    0 

28,000 

700 

1400 

8X14 

50 

250 

1650 

50 

6    6 

5    0 

40,000 

800 

2000 

8X14 

60 

300 

2300 

60 

8    0 

6    0 

57,000 

950 

2850 

8X  14 

70 

350 

3200 

70 

9    0 

7    0 

73,500 

1050 

3675 

8X  14 

80 

400 

4075 

80 

10    0 

8    0 

92,000 

1150 

4600 

8X14 

90 

450 

5050 

90 

11     6 

9    0 

121,500 

1350 

6075 

8X14 

100 

500 

6575 

100 

13    0 

10    0 

150,000 

1500 

7500 

8X  14 

110 

550 

8050 

;  -  T 

\-Wood  Ties    J_ 


Fig.  24.     Half  Deck  Plate  Girders,  13  ft.  centers. 


TABLE  51.  — APPROXIMATE  WEIGHT  AND  COST  OF  STEEL  HALF  DECK 
PLATE  BRIDGES   (SINGLE  TRACK). 


Length 
over  all. 

A. 

Base  of 
rail  to 
bridge 
seat. 
B. 

Depth 
back  to 
back  of 
angles. 
C. 

Total 
weight. 

Weight 
of  steel 
per  ft.  of 
bridge. 

Cost  of 
steel  at 
5  cts. 
perlb. 

Bridge 
ties  at 
12-in. 
centers. 

Aver- 
age 
length 
of  floor 
system. 

Cost  of 
floor 
system 
at  $5 
per  ft. 

Total 
cost  of 
steel 
and 
floor 
system. 

Ft. 

Ft.  In. 

Ft. 

Lbs. 

Lbs. 

In. 

Ft. 

20 

1      7 

13,000 

650 

$650 

8X  16 

30 

$150 

$800 

30 

1    7 



21,000 

700 

1050 

8X16 

40 

200 

1250 

40 

1    7 

4 

30,000 

750 

1500 

8X  16 

50 

250 

1750 

50 

2    6 

5 

42,500 

850 

2125 

8X  16 

60 

300 

2425 

60 

4    0 

6 

60,000 

1000 

3000 

8X  16 

70 

350 

3350 

70 

4    9 

7 

80,500 

1150 

4025 

8X  16 

80 

400 

4425 

80 

5    9 

8 

100,000 

1250 

5000 

8X  16 

90 

450 

5450 

For  quantities  in  abutments  and  piers,  see  pages  84,  86,  and  87. 


104  RAILWAY   BRIDGES. 

Deck  and  Through  Trusses.  (Figs.  25  and  26.)  —  Deck  and 
through  lattice  truss  bridges  are  fabricated  from  plates,  angles, 
etc.,  and  shop  riveted  in  sections  for  different  members;  the 
trusses  are  usually  shop  riveted  and  shipped  in  one  or  two  lengths, 
the  frames,  bracing,  etc.,  being  field  riveted  to  them  during 
erection  at  the  site. 

The  deck  bridges  have  cross  brace  frames  at  every  panel  and 
longitudinal  bracing  top  and  bottom;  the  floor  is  placed  on  top 
of  the  main  girders  or  independent  floor  beams,  and  stringers 
are  inserted  on  which  the  floor  rests. 

The  through  bridges  have  floor  beams  every  panel  crosswise, 
with  stringers  running  lengthwise,  riveted  to  the  floor  beams. 
The  trusses  are  cross  braced  top  and  bottom  in  panels,  with 
heavy  portal  bracing  at  the  inclined  arms  of  each  end.  The 
floor  is  secured  to  the  steel  stringers  and  carries  the  rails  and 
guards. 

Deck  truss  bridges  are  used  when  there  is  ample  clearance,  and 
for  high  crossings,  where  it  would  not  be  economical  to  place 
smaller  spans. 

Through  bridges  are  used  when  the  clearance  is  limited,  and  at 
wide  crossings,  where  it  would  not  be  economical  to  place  shorter 
spans. 

Approximate  cost  and  weight  of  Deck  and  Through  Truss 
Bridges  are  given  in  Tables  52  and  53. 

Drawbridges.  (Fig.  27.)  —  Drawbridges  are  fabricated  and 
built  in  a  similar  manner  to  the  through  and  deck  truss  bridges 
already  described.  In  all  cases  it  is  necessary  to  provide  operat- 
ing mechanism  to  open  and  close,  lift  or  lower  the  same. 

They  are  used  for  crossing  navigable  water  or  canals. 

Approximate  cost  and  weight  of  a  few  drawbridges  are  given 
in  Table  54. 

Live  Load.  —  The  steel  bridges  and  trestles,  for  which  weights 
and  quantities  are  given,  are  assumed  to  carry,  in  addition  to  the 
dead  load,  two  consolidated  engines  coupled  as  shown  in  diagram 
below,  followed  by  a  train  load  of  4000  pounds  per  lineal  foot. 
Floor  consists  of  wood  ties,  spaced  and  proportioned  to  carry  the 
maximum  wheel  load,  distributed  over  3  ties,  the  outer  fiber 
stress  on  the  timber  not  to  exceed  1000  pounds  per  square  inch 
(without  impact). 


WEIGHT  OF  STEEL  SPANS. 


105 


Dead  Load.  —  For  calculating  stresses  the  timber  weight  is 
assumed  at  4J  pounds  per  foot  B.  M.,  and  the  weight  of  rails, 
spikes,  and  joints  at  100  pounds  per  lineal  foot  of  track. 


Fig.  25.     Deck  Lattice  Riveted  Trusses. 

TABLE  52.  —  APPROXIMATE   WEIGHT  AND   COST   OF   STEEL    DECK    LATTICE 
RIVETED  TRUSS  BRIDGES   (SINGLE  TRACK). 


Width 
center 
to 
center 
of 
girders. 

Length 
over  all. 

A. 

Base  of 
rail  to 
bridge 
seat. 

B. 

Depth 
center 
to 
center 
of 
chords. 
C. 

Total 
weight. 

Weight 
of  steel 
per  ft. 
of 
bridge. 

Cost  of 
steel  at 
Sets, 
perlb. 

Bridge 
ties  at 
12-in. 
centers. 

Aver- 
age 
length 
of 
floor 
sys- 
tem. 

Cost 
of 
floor 
sys- 
tem 
at  $5 
per  ft. 

Total 
cost  of 
steel 
and 
floor 
system. 

Ft. 

Ft. 

Ft.  In. 

Ft.  In. 

Lbs. 

Lbs. 

In. 

Ft. 

9 

100 

13  0 

10  6 

150,000 

1500 

$7,500 

8X14 

110 

$550 

$8,050 

9 

125 

16  0 

13  0 

225,000 

1800 

11,250 

8X14 

135 

675 

11,925 

16 

150 

27  3 

25  6 

315,000 

2100 

15,750 

8X10 

160 

800 

16,550 

18 

175 

28  6 

28  0 

420,000 

2400 

21,000 

8X10 

185 

925 

21,925 

20 

200 

30  6 

30  0 

540,000 

27CO 

27,000 

8X10 

210 

1050 

28,050 

n 


Fig.  26.     Through  Lattice  Riveted  Trusses. 


TABLE  53.  —  APPROXIMATE  WEIGHT  AND  COST  OF  STEEL  THROUGH 
RIVETED  TRUSS   BRIDGES   (SINGLE  TRACK). 


Length 
over  all. 

A. 

Base  of 
rail  to 
bridge 
seat. 
B. 

Depth 
center  to 
center  of 
chords. 

Total 
weight. 

Weight 
of  steel 
per  ft. 
of 
bridge. 

Cost  of 
steel  at 
Sets, 
perlb. 

Bridge 
ties  at 
12-in. 
centers. 

Aver- 
age 
length 
of  floor 
system. 

Cost  of 
floor 
system 
at  $5 
per  ft. 

Total 
cost  of 
steel  and 
floor 
system. 

$9,550 
13,800 
18,800 
24,560 
31,050 

Ft. 

100 
125 
150 
175 
200 

Ft.  In. 

6    0 
6    6 
7    0 
7    6 
.8    0 

Ft.  In. 

22  6 

25  0 
27  6 
30  0 
32  6 

Lbs. 

180,000 
262,500 
360,000 
472,700 
600,000 

Lbs. 
1800 

2100 
2400 
2700 
3000 

i 

$9,000 

13,125 
18,000 
23,635 
30,000 

In. 

8X10 
8X  10 
8X  10 
8X  10 
8X10 

Ft. 

110 
135 
160 
185 
210 

$550 
675 
800 
925 
1050 

For  quantities  in  abutments  and  piers,  see  pages  84,  86,  and  87. 


106 


WEIGHT  OF  STEEL  DRAWBRIDGES. 


H.  Deck         I     \  Through 

FIG.  27.    Half  Deck  and  Through  Drawbridges. 

TABLE  54.  —  APPROXIMATE    WEIGHT   AND    COST   OF    STEEL    DRAWBRIDGES 

(SINGLE  TRACK). 


70 
130 
250 


H.  deck  pi. 
Deck  pi. 
Thro'  latt. 


Ft.  In. 

12  7 
9  0 

18  6 


Lbs. 

75,000 
216,000 
750,000 


Vs 

•3 -S 


Lbs. 

1070 
1670 
3000 


$3,750 
10,800 
37,500 


il 


In. 

X  15 
X  16 
X  10 


I! 


Ft. 

70 
130 
250 


$420 

780 

1500 


li 


$4,170 
11,580 
39,000 


C.  P.  R.  BRIDGE  UNIT  STRESSES. 
Unit  Strains.  — 
Axial  tension  on  the  net  section 16,000 

Axial  compression  in  the  gross  section 16,000  —  70- 

Where  "  1  "  is  the  length  of  the  member  in 
inches  and  "  r  "  is  the  least  radius  of 
gyration  in  inches. 

Bending,  on  the  extreme  fibers  on  rolled 
shapes  and  built-up  sections  and  girders, 
net  section 16,000 

On  the  extreme  fibers  of  pins 24,000 

Shearing. 

Shop  driven  rivets 11,000 

Field  driven  rivets  and  turned  bolts 8,000 

Plate  girder  webs,  gross  section 10,000 

Pins 12,000 

Bearing. 

Shop  driven  rivets 22,000 

Field  driven  rivets  and  turned  bolts 16,000 

Expansion  rollers  per  lineal  inch 600  X  d 

Where  "  d  "  is  the  diameter  of  the  roller  in 
inches. 

Masonry 400 


MIDDLE  ORDINATES  OF  CURVES. 


107 


TABLE  55. —  MIDDLE  ORDINATES  OF  CURVES  ON  BRIDGE   SPANS. 


VALUES  OF  R. 


; 

1° 

1°30' 

2°  30' 

3° 

3°  30' 

6° 

6°  30' 

5730 

3820 

2865 

2292 

1910 

1637.1 

1432.5 

1273.6 

1146.3 

1042 

955.3 

881.8 

VALUES  OF  V. 


Span. 


'L" 


1°30' 


2°  30' 


r 


4°  30' 


5°  30' 


6°  30' 


20 
30 
40 
50 
60 

70 

80 
90 
100 
150 


23  8 
33  8 
43  6 
54  6 
66  0 

75  6 

86  0 
97  8 
103  5 
158  3 


H 

a1 

' 


Ik 


.8 


I 


1 


9 

.'i1 


2  8U 


Bridge  and  Trestle  Guards.  —  It  is  usual  to  place  outer  and  inner 
guards  over  the  floors  of  all  deck  and  trestle  bridges.  A  very 
common  method  is  to  place  wooden  guards  of  6  in.  by  6  in.  timbers 
on  the  outside  with  old  rails  on  the  inside  of  the  running  rails  as 
shown  in  Fig.  27a,  two  rails  being  used  for  deck  and  three  rails 
for  through  bridges  for  the  inner  guard.  The  outer  guard  is 
dapted  two  inches  between  floor  beams  to  prevent  bunching  of 


108 


BRIDGE  AND  TRESTLE   GUARDS. 


8  x  10'Tie  13'o"lg. 


8*x  ll'Tie  13'o'lg. 


DECK  TRUSS 


DECK  GIRDER 


_L 


11-8- 


EHr**' 

i 

. 

j 

y  t 

!! 

8'x  10'Tie  13'o'lg. 

^ 

«    .  .    /•                 '! 

\ 

1 

1 

THRO    BRIDGES 


HALF  DECK  BRIDGES 


Fig.  27a.     Bridge  and  Trestle  Guards. 


^"x  12  Lag  Screw 
every  3rd  Tie 


Guard  Rail  s         Screw 

on  every  Tie 


Fig.  27b. 


ties  in  case  of  a  derailment.  Another  method  is  shown  in  Fig.  27b, 
which  provides  an  outer  guard  only  consisting  of  old  rails  laid  on 
edge. 


HIGHWAY  BRIDGES.  109 

HIGHWAY  BRIDGES. 

Street  Bridges  over  the  Railroad.  —  The  type  of  street  bridge 
to  adopt,  will,  under  ordinary  conditions,  depend  on  the  distance 
available  between  tracks  for  the  introduction  of  intermediate 
supports,  the  width  of  the  street  and,  to  some  extent,  on  the  over- 
head allowable  clearance,  which  may  have  a  bearing  on  the  depth. 

Three  general  types  may  be  considered: 

1.  A  structure  with  one  span. 

2.  A  structure  with  three  or  more  spans  with  intermediate 
supports  but  no  support  between  tracks. 

3.  A  structure  with  two  or  more  spans  with  intermediate 
supports  and  supports  between  tracks. 

The  usual  overhead  clearance  is  between  18'  and  22'  6". 
When  there  are  no  supports  between  tracks,  the  track  centers 
are  usually  13'  centers;  when  supports  are  introduced  between 
tracks,  17'  to  18'  between  tracks  are  necessary  for  proper  clearance. 

The  floor  should  be  of  minimum  thickness,  and  supports  between 
tracks  should,  where  possible,  be  ,a voided;  the  design  should  pro- 
vide for  additional  future  tracks  with  the  least  possible  alteration. 

The  deck  type  of  structure,  either  concrete  or  steel,  is  usually 
adopted  for  streets  with  narrow  roadways  and  short  spans,  not 
exceeding  three  tracks.  Streets  with  wide  roadways  and  long 
spans,  the  through  type  with  girders  projecting  above  the  road- 
way, will  be  necessary  and  reinforced  concrete  cannot  be  used  to 
advantage  but  a  combination  of  steel  and  concrete  can  be  used. 

For  narrow  roadways,  but  two  lines  of  girders  need  project 
above  or  below  the  roadway,  one  on  either  side  at  the  curbs  but 
for  wide  roadways  center  girders  may  also  be  required. 

Cost  of  Street  Bridges  over  the  Railroad.  —  Comparative 
costs  of  street  bridges  over  the  railroad  for  track  depression  for 
60  and  66  ft.  streets  with  and  without  street  car  tracks  are  from 
estimates  by  C.  N.  Bainbridge.  Railway  tracks  are  13  ft.  cen- 
ters where  there  are  no  intermediate  supports  and  18  ft.  when 
supports  come  between  tracks;  the  clearance  above  rail  is  20  ft. 

The  bridges  are  figured  for  a  24  ton  concentrated  load  on  two 
axles  10  ft.  centers  and  5  ft.  gauge  and  two  40  ton  street  cars, 
with  150  Ib.  per  sq.  ft.  on  the  portion  of  the  sidewalks  and  road- 
way not  occupied  by  the  concentrated  load  and  street  cars. 

Paving  and  sidewalks  off  the  bridge  have  been  figured  on  the 
basis  of  100  ft.  of  right  of  way. 


110 


COST  OF  HIGHWAY  BRIDGES. 


The  one-span  highway  bridges  illustrated  below  are  for  struc- 
tures spanning  two  or  three  railway  tracks  and  can  be  built  either 
in  steel  or  concrete,  type  E2  representing  the  steel  and  type  E3 
the  concrete  structures.  For  either  case  the  roadways  may  be  36  ft. 
with  12  ft.  sidewalks  or  44  ft.  with  11  ft.  sidewalks.  With  the 
steel  structures  the  depth  of  bridge  is  from  3  ft.  to  4  ft.  6  in.,  and 
for  concrete  from  3  ft.  6  in.  to  5  ft. 

The  estimated  costs  for  both  types  either  in  steel  or  concrete  are 
given  in  Table  56,  page  111. 


TABLE  56.  — HIGHWAY  BRIDGES. 

Over  2  railway  tracks  —  Type  E  2  —  steel  or  concrete. 
Over  3  railway  tracks  —  Type  E  3  —  steel  or  concrete. 


d~~    (-  Street  Grade                                               H 

(•^Street  Grade 

-i! 

Ir 

s  r 

-f 

Ir 

a>        L 

_l 

[ 

j 

1 

a 

,  , 

,_.   OK  'ft'-,. 

3      3 

i  • 

5 

•s|~3 

f!   !! 

> 

i       *~8i 

*J*-13'0-»K8'<£» 

^        o 

rf      d 

<-80-^ 

43  O-^K-13  0-^^80^ 

^ 

u-n                                   1                         |        f---. 

i         j 

i 

_ 

-J      j                                         L__ 

TYPE  E2 

TYPE  E3 

^-12/0JL^t*  18 

I*—  i-— 

•                                                      /    . 

—  *fe—  i-i'o^;  ^~12'°" 

^-1& 

/    »                                               / 

for  E2v46"forE3 

orE2  ^i-sVforES                1 

I        Y^V^ 

rririrr 

^-~ 

-I| 

TTTfrfr^Tl^l 

HALF  SECTION         !          HALF  SECTION                  HALF  SECTION                    HALF  SECTION 

Steel  Structure 
36'0,'Roadway 
60'o"Street 

Steel  Structure 
44'0"Roadway 
66  0  Street 

Concrete  Structure       1              Concrete  Structure 
3C  O'Roadway                               44'0."Roadway 
60'0*Street                                      66'0  Street 

for  Types  E2&E3                     for  Types  E2  &  E3                 for  Types  E2  &  E3                      for  Types  E2  &  E3 

COST  OF  HIGHWAY  BRIDGES. 


Ill 


TABLE  56   (Continued).  —  HIGHWAY  BRIDGES. 
ESTIMATES  — STEEL  BRIDGES. 


Material. 

Unit 
cost. 

$ 

Type  E  2, 
60'  0"  street, 
36'  0"  roadway. 

Type  E  2, 
66'  Or/  street, 
44'  0"  roadway. 

Type  E  3, 
60'  0''  street, 
36'  0"  roadway. 

Type  E  3, 
66'  Or'  street, 
44'  0"  roadway. 

Quan- 
tity. 

Cost, 

Quan- 
tity. 

Cost, 

Quan- 
tity. 

Cost, 
$ 

Quan- 
tity. 

Cost, 

Structural  steel  
Cone,  sidewalk  on  br.  . 
Cone,  slab  on  br  
Reinf.  cone,  abut  

0.03i 
0.40 
20.00 
10.00 
1.00 
0.60 
1.50 
2.25 

3.25 

0.15 
20% 

60,000  Ib. 
864  s.f. 
36  c.y. 
520  c.y. 
600  c.y. 
720  c.y. 
SOl.f. 
144  s.y. 

254  s.y. 
1,536  s.f. 

1,950 
345 
720 
5,200 
600 
430 
120 
320 

825 

230 
2,160 

90,000  Ib. 
792  s.f. 
44  c.y. 
560  c.y. 
660  c.y. 
800  c.y. 
SOl.f. 
174  s.y. 

312  s.y. 
1,408  s.f. 

2,920 
320 
880 
5,600 
660 
480 
120 
390 

1,030 

210 
2,490 

95,000  Ib. 
1,180  s.f. 
49  c.y. 
520  c.y. 
600  c.y. 
720  c.y. 
105  l.f. 
196  s.y. 

204  s.y. 
1,220  s.f. 

3,090 
470 
980 
5,200 
600 
430 
160 
440 

665 

185 
2,480 

130,000  Ib. 
1,078  s.f. 
60  c.y. 
560  c.y. 
660  c.y. 
800  c.y. 
105  l.f. 
240  s.y. 

250  s.y. 
1,122  s.f. 

4,220 
430 
1,200 
5,600 
660 
480 
160 
540 

810 

170 
2,830 

Backfill                   

Handrail           

Paving  on  br  

Paving  on  R.  of  W.  but 
off  bridge  
Sidewalk  on  R.  of  W. 
but  off  bridge  
Eng.  and  cont  

Totals 

12,900 

15,100 



14,700 

17,100 

ESTIMATES— CONCRETE  BRIDGES. 


Material. 

Unit 
cost, 

* 

Type  E  2, 
60'  0"  street, 
36'  0"  roadway. 

Type  E  2, 
66'  0"  street, 
44'  0"  roadway. 

Type  E  3, 

60'  0"  street, 
36'  0"  roadway. 

Type  E  3, 

66'  0"  street, 
44'  0"  roadway. 

Quan- 
tity. 

Cost, 

Quan- 
tity. 

Cost, 

Quan- 
tity. 

Cost, 
$ 

Quan- 
tity. 

Cost, 
* 

Cone  floor 

22.00 
10.00 
1.00 
0.60 
2.25 

3  25 

0.15 
2.25 
20% 

100  c.y. 
475  c.y. 
600  c.y. 
720  c.y. 
144  s.y. 

254  s.y. 

1,536  s.f. 
80  l.f. 

2,200 
4,750 
600 
430 
325 

825 

230 
180 
1,860 

130  c.y. 
515  c.y. 
660  c.y. 
800  c.y. 
174  s.y. 

312  s.y. 

1,408  s.f. 
MIL 

2,860 
5,150 
660 
480 
350 

1,030 

210 
180 
2,240 

165  c.y. 
475  c.y. 
600  c.y. 
720  c.y. 
180  s.y. 

220  s.y. 

1,320  s.f. 
105  l.f. 

3,630 
4,750 
600 
430 
405 

715 

200 
230 
2,240 

190  c.y. 
515  c.y. 
660  c.y. 
800  c.y. 
220  s.y. 

270  s.y. 

1,210  s.f. 
105  l.f. 

4,180 
5,150 
660 
480 
500 

880 

180 
230 
2,440 

Reinf.  cone,  abut  ..  . 
Exc.  for  abut  
Backfill  
Paving  on  br  
Paving  on  R.  of  W.  but 
off  bridge  

Sidewalk  on  R.  of  W. 
but  off  bridge  
Handrail           

Totals 

11,400 

13,200 



13,200 

14,700 

112 


COST  OF  HIGHWAY  BRIDGES. 


One-span  highway  bridges  over  four  tracks  and  six  tracks  are 
illustrated  below,  using  either  two  or  three  girders  over  the  road- 
way. When  two  girders  are  used  the  depth  of  floor  steel  will 
be  4  ft.  for  a  60  ft.  street  and  4  ft.  6  in.  for  a  66  ft.  street.  Where 
three  girders  are  used  the  depth  will  be  3  ft.  for  the  60  ft. 
street  and  3  ft.  3  in.  for  the  66  ft.  street.  The  estimated  costs  for 
both  types  are  given  in  Table  57,  page  113. 


ONE-SPAN   HIGHWAY  BRIDGES. 

Over  4  railway  tracks  —  Type  E  4 —  Two  or  three  girder  spans. 
Over  6  railway  tracks  —  Type  E  6  —  Two  or  three  girder  spans. 


StreeTllvel  J"~ 

i  Street  Level. 


-1000- 


Low  Steel  -^  Low  Steel - 

SECTION  OF  TWO  GIRDER  BRIDGE,  SECTION  OF  TWO  GIRDER  BRIDGE, 

ae'o"ROADWAY  &  60'0"STREET,  44'o"fiOADWAY  A  66'o"STREET, 

TYPE  E4  &  E6  TYPE  E4  4  E6 


Low  Steel  — '  ^  Low  Steel 

SECTION  OF  THREE  GIRDER  BRIDGE,  SECTION  OF  THREE  GIRDER  BRIDGE, 

36'o"ROADWAY  &  eoV'STREET,  44'o"BQADWAY  &  66'o"STREET, 

TYPE  E4  &.  E6  TYPE  E4  &  E6 


COST  OF  HIGHWAY  BRIDGES. 


113 


TABLE  57.  — TYPES  E4  AND  E  6,  STEEL  STRUCTURES  SPANNING  FOUR  AND 
SIX  TRACKS  WITH  SINGLE  SPAN. 

ESTIMATES  E  4  TYPE. 


Type  E  4, 
2  girders, 

Type  E  4, 
3  girders, 

Type  E  4, 
2  girders, 

Type  E  4, 
3  girders, 

Unit 

60'  0"  street, 

60'  0"  street, 

66'  0"  street, 

66'  0"  street. 

Material. 

cost, 

36'  0"  roadway. 

36'  0"  roadway. 

44'  0"  roadway. 

44'  0"  roadway. 

$ 

Quan- 

Cost, 

Ouan- 

Cost, 

Quan- 

Cost, 

Quan- 

Cost, 

tity. 

* 

tity. 

S 

tity. 

$ 

tity. 

$ 

Structural  steel  

0.03J 

166,000  lb. 

5,395 

127,000  lb. 

4,130 

238,000  lb. 

7,735 

180,000  lb. 

5,850 

Concrete   sidewalk 

on  bridge  

0.40 

1,200  s.f. 

480 

1,200  s.f. 

480 

1,080  s.f.- 

430 

1,080  s.f. 

430 

Cone,  slabs  on  br.  .  . 

20.00 

67  c.y. 

1,340 

74  c.y. 

1,480 

80  c.y. 

1,600 

85  c.y. 

1,700 

Reinf.  cone.  abut..  . 

10.00 

520  c.y. 

5,200 

520  c.y. 

5,200 

560  c.y. 

5,600 

560  c.y. 

5,600 

Exc.  for  abut  

1.00 

600  c.y. 

600 

600  c.y. 

600 

660  c.y. 

660 

660  c.y. 

660 

Backfill  

0.60 

720  c.y. 

430 

720  c.y. 

430 

800  c.y. 

480 

800  c.y. 

480 

Handrail  

1.50 

130  l.f. 

200 

130  l.f. 

200 

130  l.f. 

200 

130  l.f. 

200 

Paving  on  br  

2.25 

240  s.y. 

540 

220  s.y. 

495 

295  s.y. 

665 

275  s.y. 

620 

Paving  on  R.  of  W. 

but  off  bridge.  .  .  . 

3.25 

160  s.y. 

520 

160  s.y. 

520 

195  s.y. 

630 

195  s.y. 

630 

Sidewalk  on  R.  ofW. 

but  off  bridge  .... 

0.15 

960  s.f. 

-    145 

960  s.f. 

145 

880  s.f. 

130 

880  s.f. 

130 

Eng.  and  cont  

20% 

2,950 

2,720 

3,570 

3,300 

Totals  

17,800 

16,400 

21,700 

19,600 

ESTIMATES  E  6  TYPE. 


Material. 

Unit 
cost, 

Type  E  6, 
2  girders, 
60'  0"  street, 
36'  0"  roadway. 

Type  E  6, 
3  girders, 
60'  0"  street, 
36'  0"  roadway. 

Type  E  6, 
2  girders, 
66'  0"  street, 
44'  0"  roadway. 

Type  E  6, 
3  girders, 
66'  0"  street, 
44'  0"  roadway. 

Quan- 
tity. 

Cost, 

Quan- 
tity. 

Cost, 

Quan- 
tity. 

Cost, 

Quan- 
tity. 

Cost, 

$ 

Structural  steel  
Concrete   sidewalk 
on  bridge  
Concrete  slabs  
Reinf.  cone.  abut..  . 
Exc.  for  abut  
Backfill  

0.03J 

0.40 
20.00 
10.00 
1.00 
0.60 
1.50 
2.25 

3.25 

0.15 
20% 

300,000  lb. 

1,800  s.f. 
100  c.y. 
540  c.y. 
620  c.y. 
750  c.y. 
200  l.f. 
360  s.y. 

14  s.y. 
240  s.f. 

9,750 

720 

2,000 
5,400 
620 
450 
300 
810 

45 

35 

4,070 

240,000  lb. 

1,800  s.f. 
110  c.y. 
540  c.y. 
620  c.y. 
750  c.y. 
200  l.f. 
330  s.y. 

14  s.y. 
240  s.f. 

7,800 

720 
2,200 
5,400 
620 
450 
300 
740 

45 

35 

3,690 

410,000  lb. 

1,584  s.f. 
117  c.y. 
580  c.y. 
680  c.y. 
830  c.y. 
200  l.f. 
430  s.y. 

59  s.y. 
528  s.f. 

13,320 

630 
2,340 
5,800 
680 
500 
300 
970 

191 

79 
4,990 

324,000  lb. 

1,584  s.f. 
124  c.y. 
580  c.y. 
680  c.y. 
830  c.y. 
200  l.f. 
400  s.y. 

59  s.y. 
528  s.f. 

10,530 

630 

2,480 
5,800 
680 
500 
300 
900 

191 

79 
4,410 

Handrail  
Paving  on  br  
Paving  on  R.  of  W. 
but  off  bridge  
Sidewalk  on  R.ofW. 
but  off  br  
Eng.  and  cont  
Totals 

24,200 

22,000 

29,800 

26,500 

114 


HIGHWAY  BRIDGES. 


Steel  highway  bridges  with  three  spans  with  intermediate 
supports  between  tracks  are  illustrated  below,  over  two,  four 
and  six  railway  tracks,  for  varying  conditions,  and  the  costs  of 
the  various  structures  are  given  in  Table  58,  page  115. 


TYPES  F2,  ELEVATION,  2  TRACK  SCHEME 


j  i j  : j 

HALF  ELEVATION,  6  TRACK  SCHEME  HALF  ELEVATION,  4  TRACK  SCHEME 

TYPES  F6  TYPES  F4 


r_  i: 

fr-"-^"Y"Ti 

g2^^aj™™j 

i  

Sub 

Top  of 
f  Rail 

I  f  f= 

J^^W^ 

^^" 

STop  of 

Rail 

ade^^ 

V^!ySg>b^S^g 

^A\-J^^^^^^S^j^g 

|HW 

CROSS-SECTION,  6o'o"STREET,  36'o"ROADWAY 
TYPES  F2-F4 


CROSS-SECTION,  6eVfeTREET;  44  ;0  "ROADWAY 
TYPES  F6 


COST  OF  HIGHWAY  BRIDGES. 


115 


TABLE  58.  — TYPES  F  2,  4  AND  6,  STEEL  STRUCTURES  SPANNING  TWO,  FOUR 
AND  SIX  TRACKS  WITH  THREE  SPANS. 

ESTIMATES,  TYPES  F  2,  4  and  6. 


Material. 

Unit 
cost, 

Type  F  2, 
60'  V'  street, 
36'  0"  roadway. 

Type  F  2, 
66'  0"  street, 
44'  0"  roadway. 

Type  F  4, 
60'  0"  street, 
36'  0"  roadway. 

Quan- 
tity. 

Cost, 

$ 

Quan- 
tity. 

Cost, 

Quan- 
tity. 

Cost, 
* 

Structural  steel  
Cone,  sidewalk  on  br  
Cone,  slab  

0.031 
0.40 
22.00 
8.00 
10.00 
7.00 
1.00 
0.60 
2.25 
3.25 
0.15 
1.50 
20% 

215,0001b. 
2,400  s.f. 
100  c.y. 
40  c.y. 

210  c.y. 
1,100  c.y. 
500  c.y. 
380  s.y. 
20s.y. 
132  s.f. 
200  l.f  . 

6,990 
960 
2,200 
320 

1,470 
1,100 
300 
855 
65 
20 
300 
2,920 

315,000  Ib. 
2,200  s.f. 
165  c.y. 
50  c.y. 

10,240 
880 
3,630 
400 

215,000  Ib. 
2,400  s.f. 
100  c.y. 
40  c.y. 
330  c.y. 

1,380  c.y. 
1,100  c.y. 
380  s.y. 
20  s.y. 
132  s.f. 
200  l.f. 

6,990 
960 
2,200 
320 
3,300 

1,380 
660 
855 
65 
20 
300 
3,450 
20,500 

Cone  col  footings 

Reinf  .  cone,  abut  
Plain  cone,  abut  
Exc.  for  abut,  and  col.  footings. 
Backfill  

230  c.y. 
1,240  c.y. 
550  c.y. 
460  s.y. 
30  s.y. 
120  s.f. 
200  l.f. 

1,610 
1,240 
330 
1,030 
100 
20 
300 
3,920 

Paving  on  br  
Paving  on  R.  of  W.  but  off  br. 
Sidewalk  on  R.  of  W.  but  off  br. 
Handrail  
Eng.  and  cont  

Totals 

17,500 

23,700 

Material. 

Unit 
cost, 

Type  F  4, 
66'  0"  street, 
44'  0"  roadway. 

Type  F  6, 
60'  0^  street, 
36'  0"  roadway. 

Type  F  6, 
66'  0"  street, 
44'  0"  roadway. 

Quan- 
tity. 

Cost, 

$ 

Quan- 
tity. 

Cost, 

Quan- 
tity. 

Cost, 

Structural  steel 

0.03J 
0.40 
22.00 
8.00 
10.00 
7  00 

315,000  Ib. 
2,200  s.f. 
165  c.y. 
50  c.y. 
360  c.y. 

10,240 
880 
3,630 
400 
3,600 

215,000  Ib. 
2,400  s.f. 
100  c.y. 
40  c.y. 
474  c.y. 

6,990 
960 
2,200 
320 
4,740 

315,000  Ib. 
2,200  s.f. 
165  c.y. 
50  c.y. 
517  c.y. 

840  c.y. 
1,500  c.y. 
460  s.y. 
30  s.y. 
120  s.f. 
200  l.f. 

10,240 
880 
3,630 
400 
5,170 

840 
900 
1,030 
100 
20 
300 
4,690 

Cone,  sidewalk  on  br  
Cone,  slab  
Cone.  col.  footings  

Reinf.  cone,  abut  

Exc.  for  abut,  and  col.  footings. 
Backfill 

1.00 
0.60 
2.25 
3.25 
0.15 
1.50 
20% 

1,540  c.y. 
1,200  c.y. 
460  s.y. 
30  s.y. 
120  s.f. 
200  l.f. 

1,540 
720 
1,030 
100 
20 
300 
4,540 

730  c.y. 
1,380  c.y. 
380  s.y. 
20  s.y. 
132  s.f. 
200  l.f. 

730 
830 
855 
65 
20 
300 
3,590 

Paving  on  br.  

Paving  on  R.  of  W.  but  off  br.  . 
Sidewalk  on  R.  of  W.  but  off  br. 
Handrail  

Eng.  and  cont  

Totals 

27000 

21,600 



28,200 

116 


HIGHWAY  BRIDGES. 


Concrete  highway  bridges  for  spans  with  intermediate  supports 
are  shown  below  for  two,  four  and  six  track  crossings  and  the 
estimated  cost  of  these  structures  are  given  in  Table  59,  page 
117. 


TYPE  F,  CONCRETE  STRUCTURES  SPANNING  TWO,  FOUR  AND  SIX  TRACKS 
WITH  THREE  SPANS.       ' 


I 1 

ELEVATION  2  TRACK  SCHEME 
TYPES  F2 


^^^^^^^^\^w^^^^^^^^ 

-y  rnri!  t:±i 

HALF  ELEVATION-6  TRACK  SCHEME          HALF  ELEVATION-4  TRACK  SCHEME 
,  TYPES  F6  TYPES  F4 

~6P  P  : ,  „  *|  p 


CROSS  SECTION-60'0"STREET-36'0"ROADWAY         CROS.S  SECTlON-66'o"STREET-44'd  ROADWAY 
TYPES  F  TYPES  F 


COST  OF  HIGHWAY  BRIDGES. 


117 


TABLE  59.  — TYPE  F,  CONCRETE  STRUCTURES  SPANNING  TWO,  FOUR  AND 
SIX  TRACKS  WITH  THREE  SPANS 

ESTIMATES. 


Material. 

Unit 
cost. 

Type  F  2, 

60'  0"  street, 
36'  0"  roadway. 

Type  F  2. 
66'  0"  street, 
44'  0"  roadway. 

Type  F  4, 
60'  Of'  street, 
36'  0"  roadway. 

Quan- 
tity. 

Cost. 

Quan- 
tity. 

Cost. 

Quan- 
tity. 

Cost. 

Concrete  floor  
Concrete  col's,  neat  work  
Concrete  col's  footings 

$22.00 
23.00 
8.00 
10.00 
7.00 
1.00 
0.60 
2.25 
3.25 
0.15 
2.25 
20% 

280  c.y. 
34    " 
60    " 

210  c.y. 
1200    " 
550    " 
380  s.y. 
20    " 
132  s.f. 
200  l.f. 

$6,160 
780 
480 

i'.iio 

1,200 
330 
850 
60 
20 
450 
2,400 

360  c.y. 
40    " 
74    " 

230  c.y. 
1340    " 
600    " 
460  s.y. 
30    " 
120  s.f. 
200  l.f. 

$7,920 
920 
590 

i.eio 

1,340 
360 
1,040 
100 
20 
450 
2,850 

280  c.y. 
34    " 
60    " 
330    " 

$6,160 
780 
480 
3,300 

'  i',480 
660 
850 
60 
20 
450 
2,860 

Reinforced  concrete  abutments.  .  . 
Plain  concrete  abutment  
Exc.  for  abut,  and  col.  footings.  .  . 
Backfill  
Paving  on  bridge  
Paving  on  right  of  way  but  off  br. 
Sidewalk  on  right  of  way  but  off  br 

1480  c.y. 
1100    " 
380  s.y. 
20    " 
132  s.f. 
200  l.f. 

Engineering  and  contracting  
Totals  

$14,200 

$17,200 

$17,100 

Material. 

Unit 
cost. 

Type  F  4, 
66'  0"  street, 
44'  0"  roadway. 

Type  F  6, 
60'  0"  street, 
36'  0"  roadway. 

Type  F  6, 
66'  0"  street, 
44'  0"  roadway. 

Quan- 
tity. 

Cost. 

Quan- 
tity. 

Cost. 

Quan- 
tity. 

Cost. 

Concrete  floor  

$22.00 
23.00 
8.00 
10.00 
7  00 

360  c.y. 
40    " 
74    " 
360    " 

$7,920 
920 
590 
3,600 

280  c.y. 
34    " 
60    " 
474    " 

$6,160 
780 
480 
4,740 

360  c.y. 
40    " 
74    " 
51*    " 

$7,920 
920 
590 
5,150 

Concrete  col's,  footings  
Reinforced  concrete  abutment  

Exc.  for  abut,  and  col.  footings.  .  .  . 
Backfill.       

1.00 
0.60 
2.25 
3.25 
0.15 
2.25 
20% 

1640  c.y. 
1200  " 
460  s.y. 
30    " 
120  s.f. 
200  l.f. 

1,640 
720 
1,040 
100 
20 
450 
3,400 

830  c.y. 
1380    " 
380  s.y. 
20    " 
132  s.f. 
200  l.f. 

830 
830 
850 
60 
20 
450 
3,000 

940  c.y. 
1500    " 
460  s.y. 
30    " 
120  s.f. 
200  l.f. 

940 
900 
1,040 
100 
20 
450 
3,570 

Paving  on  bridge  
Paving  on  right  of  way  but  off  br.  . 
Sidewalk  on  right  of  way  but  off  br. 

Engineering  and  contracting  
Totals  

$20,400 

$18,200 

$21,600 

The  foregoing  designs  for  concrete  highway  bridges  are  of  a 
more  pleasing  character  than  the  preceding  structures  and  are 
very  suitable  for  residential  districts  in  towns  and  cities,  for 
grading  separation  work.  Owing  to  the  high  cost  of  steel  this 
type  of  structure  is  likely  to  be  very  much  more  economical  than 
a  combination  or  all  steel  design  at  the  present  time. 


118      COST  OF  STREET  BRIDGE  FOR  TRACK  DEPRESSION. 

Street  Bridge  for  Track  Depression,  M.  P.  Ry.  —  The  street 
bridge  over  the  Missouri  Pacific  Tracks  at  Arsenal  Street,  St. 
Louis,  is  shown,  Fig.  28. 

This  bridge  is  60  ft.  wide,  110  ft.  long  with  three  spans  of  31  ft. 
6  in.,  having  a  vertical  clearance  of  18  ft.  over  the  tracks  and  was 
designed  for  an  18  ton  roller  on  roadway  stringers;  a  16  ton  con- 
centrated wheel  load  on  roadway  slabs;  a  uniform  roadway  load 
of  125  Ib.  per  sq.  ft.;  a  uniform  sidewalk  load  of  100  Ib.  per 
sq.  ft. ;  and  a  50  ton  street  railway  cinder  car  on  track  stringers. 
Impact  30  per  cent.  The  unit  stresses  were  450  Ib.  axial  comp. 
in  concrete;  650  Ib.  flexure  comp.  in  concrete;  120  Ib.  shear  in 
concrete;  16,000  Ib.  tension  in  steel;  50  Ib.  bond  in  plain  bars; 
120  Ib.  bond  in  deformed  bars. 

Abutments  are  of  gravity  section  without  reinforcement,  ex- 
cepting in  the  portion  of  the  front  wall  back  of  the  bridge  seat. 

The  pier  bents  and  the  general  floor  system  are  of  reinforced 
concrete,  the  construction  of  which  is  shown  on  Fig.  29.  At  the 
abutments  all  stringers  are  furnished  with  cast  steel  shoes  and 
bed  plates.  Eng.  News,  Vol.  75,  No.  9. 

APPROXIMATE  QUANTITIES  AND  COST. 

Span  lengths 31  ft.  6  in. 

Over  all  depth 3  ft.  8  in. 

Average  dead  weight 400  Ib.  per  sq.  ft. 

Quantities  per  square  foot : 

Concrete  structural,  cu.  ft 2 . 00 

Reinforcement  in  slabs,  Ib 4. 10 

"  long'l  stringers,  Ib -.  7 . 50 

"  stirrups,  Ib 2.55 

Earth  excavation 6,300  cu.  ft.  @  $0.06 $378 

Rock  "         110  _"       @    0.30 33 

Concrete  Class  A 6,160     "       @    0. 33 2,033 

".  "     £.....     11,560     "       @    0.35 4,046 

"     C..:.  .          360      "       @    0.90 324 

Steel  reinforcement 103,300  Ibs.       @  0 . 025 2,583 

Steel  castings 3,860   "         @  0.07  270 

$9,667 

Cost  of  removing  old  structure,  etc 1,833 

$11,500 

Supervision  and  contingencies,  10  per  cent 1,150 

Total $12,650  or 

about  $  1.85  per  sq.  ft. 


STEEL  BRIDGES. 


119 


Details  of  the  floor  system  are  shown,  page  120,  Fig.  29,  in- 
cluding a  typical  arrangement  of  bearing  and  reinforcement. 


Iron  Handrail 


Street  Line 


SECTIONAL  ELEVATION 


PLAN 


Fig.  28.    Arsenal  St.  Bridge  at  St.  Louis. 


120 


STEEL  BRIDGES. 


The  floor  of  roadway  is  finished  with  3J  in.  wood  blocks  on  a 
J  in.  bed  of  sand  supported  on  the  concrete  base.  The  sidewalk 
is  of  3|  in.  concrete  reinforced  with  f  in.  round  bars;  the  filled 
portion  under  the  sidewalk  slab  is  composed  of  cinders. 


3J£  Wood  Blocks 
Concrete 


J^'Morta 


TYPK3AL  ARRANGEMENT  OF 
SEARING  AND  REINFORCEMENT 


12'c.  to  c.  x  ^'QBars,  8*c.  to  c.         ^v^ "c'  I  3?°  Bars         3tfConcreteN 


Fig.  29.     Details  Arsenal  St.  Bridge  at  St.  Louis. 


Other  highway  bridges  of  this  character  are  illustrated  on  page 
114  and  the  estimated  costs  of  same  are  given  in  Table  58, 
page  115.  Another  type  is  also  shown  on  page  121  as  built  on 
the  L.  &  N.  Ry. 


CONCRETE  OVERHEAD  BRIDGES. 


121 


Concrete  Overhead  Bridges  on  the  L.  &  N.,  Fig.  30.  —  The 
structure  is  built  of  reinforced  concrete  providing  28  ft.  roadway 
and  two  6  ft.  sidewalks,  carried  on  four  bents  of  two  columns 
each,  the  three  spans  being  33  ft.  each  and  the  clearance  under 
the  bridge  to  rail  22  ft. 

The  bridge  is  designed  for  a  live  load  of  100  Ib.  per  square 
foot  of  roadway  and  sidewalk,  or  a  35,000  Ib.  road  roller  on  the 
roadway  and  100  Ib.  per  square  foot  on  the  sidewalks.  The 
material  being  clay  the  footings  are  spread,  those  supporting 
the  end  bents  being  carried  down  4  ft.  below  the  ground  line  and 
those  under  the  intermediate  bents  6  ft. 

This  structure  required  28  tons  of  steel  and  250  cubic  yards  of 
concrete,  1:2:4  mixture.  The  approximate  average  cost  for 
estimating  for  the  bridge  only  is  $6000  or  about  $1.50  per  square 
foot  taking  40  ft.  by  100  ft.  as  the  area  covered.  If  the  above 
bridge  had  to  carry  street  cars  the  cost  in  reinforced  concrete 
would  be  about  $8000. 


HALF  ELEVATION         HALF  SECTION  CROSS  SECTION  ON  C.  L. 

ON  C.U 

Fig.  30.     Concrete  Overhead  Bridge,  L.  &  N.  Ry. 


WOODEN   BRIDGES. 

Howe  Trusses.  —  While  timber  bridges  are  not  used  to  the 
same  extent  to-day  as  in  former  years,  there  are  still  some  places 
where  good  timber  is  abundant  and  cheap,  where  the  cost  of 
delivering  steel  would  be  high  and  the  probable  traffic  light. 

If  properly  detailed  with  moderate  spans,  any  strength  re- 
quired in  such  structures  can  be  developed  and  when  suitably 
protected  they  will  last  for  many  years  and  may,  under  certain 
conditions,  be  favorably  considered  both  for  railway  and  high- 
way traffic. 


122 


WOODEN  BRIDGES. 


The  structure  is  usually  built  with  a  large  excess  of  strength 
of  the  Howe  or  Towne  lattice  type. 

The  chords  and  braces  are  made  of  timber  and  the  vertical 
rods  of  steel  usually  upset,  with  cast-iron  blocks  at  the  angles  of 
braces,  which  are  bolted  or  doweled  into  the  main  members. 
The  best  class  of  timber  is  used  with  as  few  splices  as  possible. 

The  loads,  quantities,  and  weights  in  the  table  of  cost  are  from 
Johnson's  modern  frame  structures,  taken  from  the  Oregon 
Pacific  (A.  A.  Schenck,  chief  engineer)  and  published  in  the 
Engineering  News,  April  26,  1890.  The  live  load  assumed  was 
two  88-ton  engines  followed  by  a  train  load  of  3000  pounds  per 
foot. 

For  deck  bridges  add  20  per  cent  to  the  weight  of  the  timber 
and  deduct  20  per  cent  from  the  weight  of  the  wrought  iron. 

To  protect  the  chords  from  engine  sparks,  galvanized  iron  is 
often  used.  Sometimes  also  the  timbers  are  treated  by  a  chemi- 
cal process  to  prevent  or  retard  decay,  or  whitewashed  with  a 
fire-resistant  compound.  They  require  to  be  closely  inspected 
at  all  times. 


TABLE  60.  —  APPROXIMATE  COST,  WEIGHTS  AND  QUANTITIES  FOR  HOWE 
TRUSS  BRIDGES. 


Estimated  quantities. 

Length 

Style  of 

Height 
of 

No.  of 

Total  dead 

Approx- 
imate 

span. 

truss. 

truss. 

panels. 

load  per  ft. 

Timber, 
ft.  B.  M. 

Wrought 
iron. 

Cast 
iron. 

cost 
erected. 

Ft. 

30 

Pony 

Ft. 

9 

4 

6000 

10,200 

Lbs. 
2,200 

Lbs. 

1,000 

$550 

40 

Pony 

11 

4 

5500 

13,400 

3,000 

1,300 

740 

50 

Pony 

11 

6 

5200 

19,100 

5,700 

2,900 

1170 

60 

Pony 

12 

6 

4900 

22,800 

6,800 

3,700 

1410 

70 

Pony 

13 

7 

4800 

30,000 

17,500 

8,300 

2480 

80 

Pony 

14 

8 

4800 

35,400 

22,000 

10,000 

3010 

90 

Pony 

15 

9 

4800 

42,800 

28,700 

12,600 

3890 

90 

Through 

25 

8 

4800 

41,900 

33,100 

13,300 

4020 

100 

Through 

25 

9 

4800 

48,900 

41,600 

14,300 

4810 

110 

Through 

25 

10 

4800 

54,800 

48,200 

16,000 

5290 

120 

Through 

25 

11 

4800 

62,100 

56,900 

18,300 

6350 

130 

Through 

25 

12 

4700 

70,200 

67,300 

20,900 

7320 

140 

Through 

25 

13 

4700 

78,200 

73,900 

23,300 

8100 

150 

Through 

25 

14 

4700 

86,700 

87,300 

27,100 

9330 

Prices  assumed:   Timber,  $35  per  M.  ft.  B.  M.  erected;   steel,  5  cts.  per  pound  erected;   cast 
iron,  4  cts.  per  pound  erected. 

Supervision  and  contingencies,  10%. 


.  _^x  12'lUrd  Pine  and  2-S  V«  "'Spruce 
HALF  INSIDE  ELEVATION  OF  TRUSS 


BOTTOM  BRACING 

-13-3- 4* 13-3 


FLOORBEAM  CONNECTIONS 

END   BRACES  IN  OUTER  WEB,  AND  DISTRIBUTION  OF  FLOOR  LOAD  ON  CHORD 


«-^8}4— «J   tSK' 
LOWER  CHORD  JOINT 


JOINT  KEY  TRENAIL  JOINT 

^2-2^'*  12* 


INTERSECTION  AT 
INTERMEDIATE  CHORD 


BOTTOM  AND  TOP  CHORD  FRAMING  PLANS 

Fig.  31.    Towne  Lattice  Wood  Bridge. 


(123) 


124  WOODEN  TRUSS  BRIDGE. 

B.  &  M.  Wooden  Truss  Bridge,  Fig.  31. 

Loading.  —  The  span  is  proportioned  for  a  live  load,  consisting 
of  a  series  of  locomotives  with  25,000  Ib.  on  each  of  three  axles 
and  a  44-ft.  wheelbase  for  engine  and  tender.  A  maximum  unit 
strain  of  1000  Ib.  per  square  inch  in  tension  for  the  net  section 
and  700  Ib.  in  compression  for  the  gross  section  is  allowed.  Floor 
beams  and  stringers  are  proportioned  for  a  maximum  fiber  stress 
of  1200  Ib.  in  flexure.  A  maximum  shear  of  100  Ib.  per  square 
inch  with  the  grain,  a  bearing  or  crushing  pressure  of  360  Ib.  is 
allowed  under  bolt  washers.  Maximum  shear  on  the  oak  trenails 
is  computed  not  to  exceed  500  and  the  maximum  bearing  400  Ib. 
per  square  inch. 

Trusses.  —  The  trusses  about  lllj  ft.  long  and  26  ft.  deep 
over  all  and  17|  ft.  apart  on  centers  are  of  the  old  Towne  lattice 
girder  type. 

Web.  —  The  two  sets  of  web  members  alternate  with  the  three 
sets  of  horizontal  members  in  each  of  the  four  chords,  packed 
solidly  together  and  developing  double  shear  in  their  connections. 

The  web  members  are  made  with  single  full-length  3  X  12-in. 
planks  (planed  to  2f  in.)  inclined  in  both  directions  about  30 
deg.  from  the  vertical  and  connected  at  each  intersection  by  a 
pair  of  horizontal  oak  trenails  or  pins  2  in.  in  diameter,  turned 
to  a  driving  fit  in  bored  holes.  Parallel  diagonals  are  spaced 
about  4  ft.  apart  on  centers. 

Chords. —  The  chords  are  all  made  with  12-in.  pine  planks 
from  about  7  to  40  ft.  in  length.  Chord  No.  1  is  built  up  with 
six  4-in.  and  two  3-in.  pieces,  chords  2  and  3  are  each  built  up 
with  two  3-in.  and  four  2|-in.  and  chord  4  is  built  with  six  2j-in. 
pieces.  Care  is  taken  to  break  the  joints  as  widely  as  possible 
so  that  all  but  one  of  the  members  of  each  chord  are  continuous 
at  any  given  cross  section. 

The  chord  pieces  are  connected  together  and  to  the  diagonal 
or  lattice  pieces  with  four  2-in.  trenails  and  one  f-in.  bolt  at  every 
intersection  of  the  latter. 

In  chord  1,  except  at  the  extreme  ends  where  the  very  short 
pieces  of  the  members  are  really  fillers  rather  than  tension  mem- 
bers, all  of  the  square  butt  joints  between  the  chord  planks  have 
steel  tension  splices. 

Each  joint  is  made  with  two  vertical  3  X  £-in.  wrought  iron 
keys.  One  of  them  has  at  each  end  a  rounded  knob  to  receive 


WOODEN   TRUSS  BRIDGE.  125 

the  loop,  a  |-in.  U-bar  with  nuts  at  the  opposite  end  bearing  on  a 
f-in.  washer  plate  or  saddle  engaging  the  other  gib  and  secured 
in  position  by  a  slot  in  the  wood  and  a  shoulder  on  the  gib. 

In  all  of  the  other  chords  these  splices  are  omitted  and  the 
adjacent  ends  of  the  timber  are  simply  butt-jointed.  They  are 
lapped  by  the  other  member  of  each  piece  which  serves  as  a  splice 
and  is  connected  to  them  at  frequent  intervals  by  the  staggered 
horizontal  trenail  and  bolt  connection  to  the  diagonal  planks. 

At  each  end  of  the  span  two  6  X  12-in.  vertical  posts  are  bolted 
to  both  sides  of  the  truss  over  the  abutment  and  take  bearing  on 
chords  1  and  4.  An  inclined  post  of  the  same  dimensions  reaches 
from  the  foot  of  one  of  them,  where  it  abuts  against  a  horizontal 
shoulder  piece,  to  the  top  chord  and  has  notched  shoulder  bear- 
ings in  both  top  and  bottom  chords.  The  ends  of  chord  1  have 
10  X  10-in.  sill  pieces  about  9  ft.  long  to  take  bearing  on  three 
10  X  12-in.  beams  on  each  abutment.  The  truss  is  framed  with 
a  camber  of  about  1  in.  per  25  ft.  of  span. 

Lateral  Bracing.  —  Top  lateral  bracing  is  provided  by  a  Howe 
truss  in  the  horizontal  plane  of  chord  4 which  is  made  with  6  X  6-in. 
diagonal  members,  halved  at  their  intersections  and  li-in.  trans- 
verse rods  and  6  X  10-in.  struts  at  panel  points.  The  bottom 
lateral  system  is  similar  except  that  the  diagonals  are  5  X  10  in., 
the  ties  are  1  j  in.  in  diameter,  and  the  struts  are  omitted.  The 
top  transverse  struts  are  knee-braced  at  each  end  with  6  X  6-in. 
pieces  engaging  chord  3,  and  with  3  X  6-in.  ship  knees  securely 
bolted  and  keyed  at  the  portals. 

Floor.  —  The  track  is  carried  on  6  X  8-in.  ties,  12  ft.  long,  laid 
flat  14  in.  apart  on  centers  and  supported  by  a  10  X  10-in. 
stringer  under  each  rail  and  a  6  X  10-in.  side  stringer  at  each  end 
of  the  tie.  The  stringers  are  seated  on  10£  X  16-in.  floor  beams, 
21  ft.  long  and  26^  in.  apart  on  centers,  suspended  from  the  lower 
chords  by  a  l|-in.  vertical  bolt  at  each  end.  The  nut  on  the 
upper  end  of  the  bolt  engages  a  transverse  wooden  block  bearing 
on  two  of  the  three  members  of  the  bottom  chord. 

Housing.  —  The  bridge  timber  is  protected  from  the  weather 
by  a  light  double  pitched  shingled  roof  supported  on  the  top 
chords  and  top  lateral  bracing  and  by  vertical  sheathing  furred 
out  from  the  outer  sides  of  the  trusses. 

Approximate  Cost.  — 100,000  ft.  B.  M.  timber  and  600  Ib.  iron 
and  steel,  without  track,  about  §4000. 


126  TIMBER  TRESTLES. 

Timber  Trestles.  —  Timber  trestles  are  of  two  types,  pile  and 
frame,  and  are  used  principally  for  rapid  or  cheap  first-cost  con- 
struction, to  be  eventually  filled  or  replaced  by  permanent 
structures  at  some  future  date. 

The  structure  must  be  made  rigid  by  sway  bracing  the  bents 
crosswise  and  longitudinally,  to  withstand  the  pull  from  a  moving 
train,  or  the  thrust  when  brakes  are  applied.  Trestle  failures 
are  frequently  caused  by  insufficient  bracing.  Trestles  of  long 
lengths  should  have  fire  breaks;  that  is,  a  few  bents  at  varying 
intervals  should  be  filled  in  or  made  fireproof,  so  that  should  a 
fire  occur,  the  whole  trestle  will  not  be  destroyed. 

Frame  Trestles.  (Fig.  33.)  —  The  bents  are  made  of  square 
timber  framed  together  and  braced,  the  economic  limit  of  height 
being  probably  100  feet.  The  foundation  may  be  piles  cut  off 
at  ground  level,  with  timber  sills  on  top  or  masonry  piers.  The 
structures  must  be  made  rigid  by  bracing  transversely  and  longi- 
tudinally throughout. 

Approximate  cost  and  quantities  are  given  in  Table  63. 

Pile  Trestles.  (Fig.  32.)  —  The  bents  are  formed  of  several 
piles  with  caps  and  sway  bracing,  the  floor  consisting  of  longi- 
tudinal stringers  with  cross  ties,  or  solid  plank  with  ballast  floor 
on  top. 

Owing  to  the  long  length  of  piles  required,  they  rarely  exceed 
30  feet  in  height. 

For  heights  over  10  feet  up  to  20  feet,  longitudinal  bracing 
should  be  inserted  at  least  every  fifth  panel;  over  25  feet  every 
alternative  panel  should  be  braced,  arranged  so  as  to  hold  the 
posts  midway  to  stiffen  them  as  columns. 

Approximate  cost  and  quantities  are  given  in  Tables  61 
and  62. 

Alaska  Central  Ry.  —  Cost  of  pile  trestles  were  remarkably  low 
on  account  of  a  large  portion  of  the  timber  being  cut  on  the  site. 

The  pile  trestles  were  built  with  four-pile  bents,  12-ft.  span, 
and  an  average  length  of  piles  of  22  ft.  The  floor  system  con- 
sisted of  six  8  X  14-in.  stringers  per  span,  with  7  X  8-in.  ties, 
10  ft.  long,  spaced  14  i/i.  c.  to  c.,  and  guard  rails  5^  X  8  in. 
The  12  X  14-in.  caps  were  hewed,  and  they,  as  well  as  the  piles, 
were  cut  as  close  to  the  bridge  sites  as  possible  and  floated  to 
place.  The  sawed  timber  was  furnished  by  the  company's  mill 


TIMBER  TRESTLES.  127 

at  Seward.  There  were  3514  lin.  ft.  of  trestle  built  on  residency 
No.  3,  at  a  cost  of  $6.40  per  lin.  ft.,  including  the  cost  of  moving 
the  pile-driver  between  bridges. 


I 


Pile  Bents 
6'to  15' 


v  12*  12x6  Sills 


Piles  used  in       |{J 
or  Swampy  ground 


Fig.  32. 


Fig.  33. 


128 


COST  OF  TRESTLES. 


TABLE    61.  — PILE    TRESTLE:  SINGLE   TRACK     APPROXIMATE    QUANTITIES 
AND  COST  COMPLETE. 


(Bents  12-foot  centers.) 


Piles. 

Bracing  and  floor  system. 

Height, 
bottom  of 
sill  to  top 
of  cap. 

No. 
per 
bent. 

Aver- 
age 
length 
each. 

Lineal 
ft.  per 
ft.  of 
trestle. 

Cost  at 
30  cts. 
per  ft. 

Ft. 
B.  M. 
per  ft. 
of 
trestle. 

Cost  at 
$35  per 
M.  ft. 
B.  M. 

Iron  per 
lin.  ft.  of 
trestle, 
Ib. 

Cost  at 
6  cts. 
per  Ib. 

Approxi- 
mate total 
cost  per 
lineal  ft. 
of  trestle. 

5 

4 

20 

7 

$2.10 

220 

$7.70 

20 

$1.20 

$11.00 

10 

4 

25 

9 

2.70 

230 

8.05 

22 

1.32 

12.00 

15 

4 

30 

10 

3.00 

240 

8.40 

24 

1.44 

12.84 

20 

4 

35 

12 

3.60 

250 

8.75 

26 

1.56 

13.91 

25 

5 

40 

17 

5.10 

260 

9.10 

28 

1.60 

15.88 

30 

5 

45 

19 

5.70 

270 

9.45 

30 

1.80 

16.95 

Rails  and  fastenings  not  included. 


TABLE    62.  — PILE    TRESTLE:    SINGLE    TRACK.    r (Fig.  32.)    APPROXIMATE 
QUANTITIES  AND  COST  COMPLETE. 


(Bents  15-foot  centers.) 


Piles. 

Bracing  and  floor  system. 

Height, 

bottom  of 
sill  to  top 
of  cap. 

No. 
per 
bent. 

Aver- 
age 
length 
each. 

Lineal 
ft.  per 
ft.  of 
trestle. 

Cost  at 
30  cts. 
per  ft. 

Ft. 
B.  M. 

per  ft. 
of 
trestle. 

Cost  at 
$35  per 
M.  ft. 
B.  M. 

Iron  per 
lin.  ft.  of 
trestle, 
Ib. 

Cost  at 
6  cts. 
per  Ib. 

Approxi- 
mate total 
cost  per 
lineal  ft. 
of  trestle. 

5 

4 

20 

7 

$2.10 

200 

$7.00 

%18 

$CT€0 

$10.00 

10 

4 

25 

9 

2.70 

210 

7.35 

20 

1.00 

11.05 

15 

4 

30 

10 

3.00 

220 

7.70 

22 

1.10 

11.80 

20 

4 

35 

12 

3.60 

230 

8.05 

24 

1.20 

12.25 

25 

5 

40 

17 

5.10 

240 

8.40 

26 

1.30 

14.80 

30 

5 

45 

19 

5.70 

250 

8.75 

28 

1.40 

15.85 

Rails  and  fastenings  not  included 


BALLAST  FLOOR  FOR  TRESTLES. 


129 


TABLE  63.  —  FRAME  TRESTLE  :  SINGLE  TRACK.     (Fig.  33.)    APPROXIMATE 

QUANTITIES  AND  COST. 

BENTS,  BRACINGS,  SILLS,  CAPS,  STRINGERS,  AND  FLOOR  SYSTEM. 
(Bents  15-foot  centers.) 


Height,  base 
of  rail  to  bot- 
tom of  sill. 

Ft.  B.  M.  per 
lineal  ft.  of 
trestle. 

Cost  at  $35 
per  M.  ft. 
B.M. 

Iron  per  ft. 
of  trestle, 
Ib. 

Cost  at  5  cts. 
perlb. 

Total  cost  per 
lineal  ft.  of 
trestle. 

Ft. 
20 

300 

$10.50 

20 

$1.00 

$11.50 

25 

350 

12.25 

20 

1.00 

13.50 

30 

400 

14.00 

20 

1.00 

15.00 

35 

450 

15.75 

22 

1.10 

16.85 

40 

500 

17.50 

24 

.20 

17.70 

45 

550 

19.25 

26 

.30 

20.55 

50 

600 

21.00 

28 

.40 

22.40 

55 

650 

22.75 

30 

.50 

24.25 

60 

700 

24.50 

32 

.60 

26.10 

65 

750 

26.25 

34 

.70 

27.95 

70 

800 

28.00 

36 

.80 

29.80 

75 

900 

31.50 

38 

1.90 

33.40 

80 

950 

33.25 

40 

2.00 

35.25 

85 

1000 

35.00 

42 

2.10 

37.10 

90 

1050 

36.75 

44 

2.20 

38.95 

95 

1100 

38.50 

46 

2.30 

40.80 

100 

1150 

40.25 

48 

2.40 

42.65 

Pile  foundation  extra.    Masonry  foundation  extra. 
Rails  and  fastenings  not  included. 


Ballasted  Floors.  —  Where  on  account  of  difficulty  of  obtaining 
a  good  foundation  or  procuring  material  for  a  permanent  struc- 
ture except  at  a  prohibitive  cost,  the  use  of  wooden  trestle  bridge 
with  ballasted  floors  is  sometimes  the  best  alternative  between 
the  costly  permanent  structure  or  the  common  wooden  trestle 
with  open  deck. 

There  are  two  types  of  floor  construction  for  ballast  floor 
wooden  trestles  in  general  use,  one  having  the  stringers  placed  so 
as  to  form  a  solid  floor,  Fig.  34,  and  the  other  having  the  stringers 
separated  and  covered  with  plank,  Figs.  35  and  36. 

Usually  all  the  timbers  in  the  construction  of  the  ballast  floor 
are  treated  by  creosote  or  other  process. 

The  estimated  life  of  these  bridges  varies  from  twenty  to 
twenty-five  years  when  treated,  without  repairs  of  any  con- 
sequence. 


130 


BALLAST  FLOOR  FOR  TRESTLES. 

16'0  "- 


Bents  14' C.  to  C. 

Fig.  34.     Ballasted  Floor  Trestle,  H.  T.  &  S.  Fe.  Ry. 


^"x  29"Bolt 
Cast  Iron  Separator- 
7'xlc'Str 
10  Per  Panel 


C"x8'x  280  Guard  Bail 
-3x8"xU'0"Plank 

SxCxH'o'Spiked  to 
'Stringers  with  %"x  6' 
""  Boat  Spikes 


)ri£t  Bolt 


Fig.  35.     Ballast  Floor  Trestle,  111.  Cent.  R.R. 


PILE  AND  TRESTLE  BRIDGES. 


131 


84a»n8D-gi- 


*u 


132 


PILE  AND  TRESTLE  BRIDGES. 


Fig.  36  illustrates  the  ballasted  floor  for  pile  and  trestle  bridges 
as  adopted  by  the  Union  Pacific  Railroad,  with  bents  15  ft.  cen- 
ters, six  piles  or  posts  to  the  bent. 


PILE  TRESTLE  BALLASTED  DECK.         133 

Ballasted-Deck  Pile  Trestle,  Kansas  City  S.  Ry.  —  The  trestle 
design,  Fig.  36a,  is  a  good  example  of  modern  practice  in  this 
type  of  structure,  described  in  Eng.  News,  Jan.  16,  1916. 
Bents  over  22  ft.  in  height  have  horizontal  sash  braces  11  ft. 
apart  with  swaybracing  between  them.  Upon  the  sash  braces 
are  bolted  girts  or  horizontal  longitudinal  timbers.  Diagonal 
longitudinal  braces  are  fitted  in  each  panel,  except  in  those  bot- 
tom panels  where  they  might  form  an  obstruction  to  the  free 
passage  of  drift. 

The  end  bent  has  five  piles,  and  back  of  the  cap  and  stringers 
are  three  6  X  10-in.  header  planks  to  hold  the  end  of  the  roadbed. 
In  trestles  having  an  odd  number  of  panels,  one  end  panel  has  all 
its  stringers  15  ft.  long. 

The  caps  and  stringers  are  sized  to  12  X  13|  in.  and  8  X  15| 
in.  before  creosoting.  The  treated  timbers  are  handled  so  as  to 
obviate  cutting  as  far  as  possible,  but  where  they  have  been  cut 
in  framing,  the  fresh  surfaces  are  given  three  coats  of  hot  creosote 
oil.  .  Boltholes  bored  through  are  filled  with  the  oil,  and  the 
bolts  are  coated  with  creosote  before  being  placed.  If  the  hole 
is  not  used  it  is  closed  with  creosoted  plugs  (after  the  oil  filling). 
Where  spikes  are  removed,  the  holes  are  filled  with  oil  and  plugged 
in  the  same  way. 

The  ends  of  the  deck  stringers  are  lapped  on  the  caps,  except 
that  the  outside  stringers  are  fitted  together  over  alternate  caps. 
The  amount  of  gravel  required  for  ballast  is  about  0.233  cu.  yd. 
per  lin.  ft.  of  trestle. 

Concrete  trestles  are  of  two  types  —  one  having  concrete  pile 
bents  and  caps  and  the  other  having  thin  concrete  piers  to  carry 
the  slabs  forming  the  spans,  Fig.  37. 

The  latter  type  of  construction  on  the  Kansas  City  Southern 
Ry.,  near  Anderson,  Mo.,  is  shown.  The  bridge  has  eight  spans 
of  12 \  ft.  in  the  clear  (between  piers),  with  a  headway  of  5  to  10 
ft.  It  carries  the  ordinary  ballasted  track  construction  and  the 
following  description  on  page  135  is  from  the  Engineering  News 
of  Feb.  3,  1916,  including  the  illustrations  on  page  136  showing 
the  structure  and  the  details  of  the  floor  slabs,  piers  and  abut- 
ments. 


134 


PILE  TRESTLE,   BALLASTED   DECK. 


CONCRETE  TRESTLES.  135 

Piers  and  Abutments.  —  The  piers  are  of  reinforced  concrete,  30 
in.  thick,  with  broad  footings,  no  foundation  piles  being  used. 
The  concrete  is  proportioned  1:2:4,  and  the  reinforcement 
consists  of  square  twisted  bars  of  medium  openhearth  steel, 
arranged  as  shown.  The  abutments  are  of  open  box  form,  with 
end  wall,  bottom  and  side  walls  parallel  with  the  track.  They 
are  embedded  in  the  end  of  the  fill.  The  concrete  for  the  abut- 
ments is  proportioned  1:3:5  and  is  not  reinforced. 

The  top  of  each  pier  and  the  bridge  seat  of  each  abutment  have 
two  dowels  1J  X  10  in.  which  enter  If -in.  holes  in  the  slab  and 
prevent  the  latter  from  creeping.  The  tops  of  the  piers  and  the 
bridge  seats  of  the  abutments  are  finished  to  an  elevation  f  in. 
below  the  bottom  of  the  slabs.  When  the  slabs  are  being  set  in 
place,  this  space  is  filled  with  cement  mortar  and  a  zinc  plate 
sV  in.  thick  is  placed  between  the  mortar  joint  and  the  slab,  this 
plate  extending  over  the  full  area  of  the  bearing  surface. 

Concrete-slab  Superstructure.  —  The  deck,  or  superstructure,  con- 
sists of  a  double  row  of  concrete  slabs,  which  are  cast  at  a 
convenient  place  and  set  in  position  by  derrick  cars  when  the 
piers  are  completed.  Each  slab  is  14J  ft.  long  and  7  ft.  wide, 
with  a  curb  wall  along  one  side,  so  that  the  two  slabs  form  a 
trough  to  contain  the  ballast.  The  minimum  thickness  is  23  J 
in.,  at  the  inner  side,  where  grooves  in  the  faces  of  the  slabs  form 
vertical  drain  holes. 

The  concrete  for  the  slabs  is  mixed  1:2:4.  The  steel  re- 
inforcement consists  of  longitudinal  square  twisted  bars  (having 
the  ends  bent  as  shown),  with  transverse  bars,  and  vertical 
transverse  stirrups  looped  under  the  horizontal  bars.  For  hoist- 
ing, each  slab  has  two  stirrups,  or  shackles,  set  at  an  angle  of  60 
degrees,  the  top  of  the  concrete  having  a  pocket  around  the  pro- 
jecting loop. 

The  slabs  are  set  with  their  ends  |  in.  apart,  the  spaces  being 
filled  with  asphaltum  or  some  bituminous  paving  composition. 
Each  slab  contains  8J  cu.  yd.  of  concrete  and  1115  Ib.  of  rein- 
forcing steel.  The  total  estimated  weight,  including  60  Ib.  for 
the  hoisting  stirrups,  is  34,000  Ib. 

Gravel  ballast  is  filled  to  a  depth  of  18  in.  below  the  tops  of 
the  ties,  the  rails  being  above  the  level  of  the  curb  walls. 


136 


CONCRETE  TRESTLES. 


-!! 

JJJJJJJ- 
i  i  i  i  i  i  i 

l/Tjl,T»|    1 

i  1/vi  i  i 


DI 
MI 


j 


m 


nni 


-!-!- 


1 1 

.LL_ 


!  S 

vi  g 


CULVERTS. 


137 


CULVERTS. 

Culverts  are  used  for  conveying  small  streams  under  the  road- 
bed and  for  drainage  purposes.  Tile,  concrete,  corrugated  and 
cast-iron  pipes  are  principally  used,  including  masonry  and  tim- 
ber boxes  and  concrete  arches. 

When  pipes  are  used  locate  on  solid  ground  high  enough  to 
clear  when  flow  ceases,  and  lay  on  a  uniform  grade  equal  to  that 
of  the  natural  ground,  with  a  camber  when  grade  is  less  than  one 
per  cent  to  prevent  formation  of  pockets  by  settlement.  Pref- 
erably excavate  trench  to  fit  the  bottom  part;  otherwise  solidify 
by  tamping  and  compacting  carefully  around  the  culvert. 

Do  not  block,  wedge,  or  lay  in  water.  Place  all  sockets  up- 
grade and  begin  from  lower  end. 

When  two  or  more  are  used  side  by  side  keep  them  one  diam- 
eter apart. 

When  there  is  a  liability  to  scour,  end  walls  or  sheet  piling  is 
provided. 

When  pile  foundation  is  necessary  use  one  row  for  small  pipes 
and  two  rows  staggered,  for  24  inch  or  greater,  supporting  the 
entire  length  of  pipe.  Box  or  arch  culverts  are  piled  when 
necessary  under  the  main  walls. 

In  placing  concrete  pipe  culverts  under  earth  embankments 
over  30  ft.  high,  it  will  usually  be  found  most  economical  to  open 
up  a  trench  at  each  end,  to  a  depth  of  about  15  ft.  and  tunnel 
through  the  remaining  distance. 

Estimating  Sizes  of  Pipe.  —  One-inch  rainfall  per  acre  gives 
approximately  24,000  gallons  per  hour,  or  400  gallons  per  minute. 
Not  more  than  50  per  cent  to  75  per  cent  will  reach  drain  within 
same  hour. 

APPROXIMATE  CARRYING  CAPACITY  OF  PIPES. 

(Inches  fall  to  100  feet.) 


Size  of  pipe. 

2  in. 

3  in. 

6  in. 

9  in. 

12  in. 

24  in. 

36  in. 

Gallons  discharged  per  minute. 

18  inches.  .  . 
24  inches  .  .  . 
30  inches  .  .  . 
36  inches  .  .  . 

2,000 
4,500 
8,000 
12,500 

2,500 
5,500 
9,500 
15,500 

3,500 
7,500 
13,500 
22,000 

4,500 
9,000 
16,500 
26,500 

5,000 

10,500 
19,000 
31,000 

7,000 
15,000 
26,500 
43,500 

8,500 

18,000 
32,500 
53,000 

Make  allowance  for  severe  storms,  which  are  generally  of  short  duration. 


138 


TILE  PIPE  CULVERTS. 


Tile  Pipe  Culverts.     (Fig.  38.)  —  Tile  pipe  must  have  at  least 
4  feet  of  embankment  on  top. 


TABLE  64.  —  APPROXIMATE  COST. 


Inner 
diam. 

Min.  thick- 
ness shell. 

Min. 
length 
laid. 

Depth  of 
socket. 

Annular 
space. 

Weight  per 
lin.  ft. 

Approx. 
cost  per 
ft. 

Rip-rap  walls  for 
ends  when  re- 
quired(Fig.38), 
cu.  yd. 

In. 
4 
6 

8 
10 
12 
15 
18 
20 
24 

In. 
| 

I8 
If 
11 

If 

2 

In. 

24 
24 
30 
30 
30 
30 
30 
30 
30 

In. 
2 

2i 

2f 
31 
3 
3 
3i 
3| 
4 

I 

; 
• 

i. 

' 

1 
I 

Lb. 
10 
16 
25 
37 
45 
76 
118 
138 
190 

$0.10 
0.13| 
0.17| 
0.22 
0.27 
0.46 
0.63 
1.10 
1.37 



"s" 

9 
10 
11 
12 

Excavating,  laying,  and  refilling  extra. 


CROSS  SECTION 


Outlet  End  Inlet  End 

I 

PIPE  CULVERTS 
Fig.  38. 


CONCRETE  PIPE  CULVERTS.  139 

Concrete  Pipe.  —  The  great  expense  in  placing  concrete  pipes 
in  embankments  and  the  question  of  repairs  in  case  of  failure 
calls  for  some  discretion  in  their  use.  The  pipe  should  be  of  the 
best  quality,  very  dense  and  impervious  to  water  as  much  as 
possible;  any  veins  or  seams  that  will  pass  water  will  cause  dis- 
turbance later  when  laid. 

Careful  attention  must  be  given  the  foundation;  the  pipes 
before  being  laid  should  be  carefully  examined  to  avoid  placing 
cracked  or  defective  ones  in  the  culvert.  End  walls  and  end  of 
pipes  should  be  carried  down  far  enough  to  be  protected  from 
frost.  In  laying  pipes,  where  a  solid  even  bed  could  not  be 
obtained,  old  2"  planks  have  been  used  to  provide  a  bed  and  old 
ties  where  the  foundation  is  soft. 

Concrete  pipe  may  fail  under  the  track  in  fills  under  6  ft.  high 
from  base  of  rail  to  top  of  pipe,  and  in  fills  over  14  ft.  high;  be- 
tween 6  ft.  and  14  ft.  the  concrete  pipe  is  satisfactory.  Triangu- 
lar concrete  pipe  seldom  fails,  and  should  be  used  in  shallow  fills 
under  4J  ft.  from  top  of  pipe  to  base  of  rail,  or  cast  iron  pipe 
should  be  used. 

Where  the  waterway  is  large  and  two  pipes  may  be  necessary, 
driftwood  may  block  up  the  small  opening  at  the  inlet,  and  con- 
crete arch  culverts  in  such  cases  are  preferable. 

Double  pipes  are  sometimes  used  also  in  shallow  fills;  this  is 
not  recommended  as  a  rail  top  culvert  is  much  better. 

For  side  culverts  under  road  crossings,  tile  pipe  or  corrugated 
iron  pipes  are  less  expensive  than  concrete.  The  load  to  be 
carried  does  not  warrant  the  more  expensive  concrete  pipe. 

The  idea  of  limiting  the  depth  of  concrete  pipe  is  that  in 
case  of  failure  pipes  can  be  more  readily  replaced  with  less  delay 
and  expense. 

In  hard  pan  'where  boulders  appear,  it  may  be  necessary  to 
dress  off  and  level  up  with  grout  or  lean  concrete  so  as  to  make  a 
satisfactory  bed  if  it  will  cost  less  than  removing  the  boulders, 
filling  and  tamping  up  so  as  to  avoid  future  settlement  especially 
under  heavy  fills.  If  the  depth  is  over  ten  feet  probably  an  arch, 
under  such  circumstances,  would  be  more  economical. 

Every  precaution  must  be  taken  to  prevent  the  working  of 
water  underneath  the  pipe  which  will  destroy  the  bed  and  allow 
the  pipe  to  settle. 


140 


COST  OF  CONCRETE  PIPE. 


TABLE  65.  —  APPROXIMATE  COST  CONCRETE  PIPE  PER  LINEAL  FOOT. 

(Mixture :  1  cement,  2  sand,  and  3  broken  stone.) 


Inner 
diam.  of 
pipe,  in. 

Pipe 
lengths, 
ft. 

Weight  in  Ib.  at  130 
per  cu.  ft. 

Cu.  ft.  per 
lin.  ft. 

Thickness 
of  pipe. 

Approx. 
cost  per  lin. 
ft. 

Rip-rap 
for  end 
walls  when 
required 
extra, 
cu.  yds. 

Per  lin.  ft. 

Per  length. 

18 

3.0  ' 

150 

450 

1.15 

2f 

$0.50 

3 

24 

3.0 

300 

900 

2.3 

3f 

1.00 

4 

30 

2.6 

430 

1075 

3.3 

41 

1.45 

5 

36 

2.5 

550 

1375 

4.25 

5A 

1.90 

6 

Excavating,  laying,  and  refilling  extra. 


BILL  OF  CULVERT  PIPES  REQUIRED  FOR  DIFFERENT  HEIGHTS  OF 
EMBANKMENTS. 


24"  \ 

Ht.  from  base  of  rail  to  invert 

6'10" 

710" 

8'10" 

9'10" 

lO'lO"  ll'lO"  12'10" 

13'10" 

14'10" 

No.  lin.  ft.  of  culvert  pipe  req. 

30' 

33' 

36' 

39' 

42'        45'        48' 

51' 

54' 

30"| 

Ht.  from  base  of  rail  to  invert 

7'  4" 

8'  4" 

9'  4" 

10'  4" 

11'  4"  12'  4"  13'  4" 

14'  4" 

15'  4" 

30    j 

No.  lin.  ft.  of  culvert  pipe  req. 

30' 

32'  6" 

35' 

40' 

42'  6"  45'        47'  6" 

50' 

55' 

36"] 

Ht.  from  base  of  rail  to  invert 

8'  0" 

9'  0" 

10'  0" 

11'  0" 

12'  0"  13'  0"  14'  0" 

15'  0" 

16'  0" 

5    i 

No.  lin.  ft.  of  culvert  pipe  req. 

30' 

32'  6" 

35' 

40' 

42'  6"  45'        47'  6" 

50' 

55' 

24"  J 

Ht.  from  base  of  rail  to  invert 

15'10" 

16'10" 

17'1 

18 

19'10" 

20'10" 

21  '10" 

22'10" 

I 

No.  lin.  ft.  of  culvert  pipe  req. 

57' 

60' 

63' 

66 

69' 

72' 

75' 

78' 

a  J 

Ht.  from  base  of  rail  to  invert 

16'  4" 

17'  4" 

18' 

4" 

19 

4" 

20'  4" 

21'  4" 

22'  4" 

23'  4" 

/ 

No.  lin.  ft.  of  culvert  pipe  req. 

57'  6" 

60' 

62' 

6" 

65 

67'  6" 

72'  6" 

75' 

77'  6" 

oo"  ) 

Ht.  from  base  of  rail  to  invert 

17'  0" 

18'  0" 

19' 

0" 

20 

0" 

21'  0" 

22'  0" 

23'  0" 

24'  0" 

OD      \ 

No.  lin.  ft.  of  culvert  pipe  req. 

57'  6" 

60' 

62' 

6" 

65 

70' 

72'  6" 

75' 

77'  6" 

24"} 

Ht.  from  base  of  rail  to  invert 

23'10" 

24'10" 

25'10" 

26'10" 

27'10" 

28'10" 

29'10" 

30'10" 

1 

No.  lin.  ft.  of  culvert  pipe  req. 

81' 

84' 

87' 

90 

93' 

96' 

99' 

102' 

30" 

Ht.  from  base  of  rail  to  invert 

24'  4" 

25'  4" 

26' 

4" 

27 

4" 

28'  4" 

29'  4" 

30'  4" 

60     j 

No.  lin.  ft.  of  culvert  pipe  req. 

80' 

82'  6" 

87' 

5" 

90 

92'  6" 

95' 

97'  6" 

36" 

Ht.  from  base  of  rail  to  invert 

25'  0" 

26'  0" 

27' 

0" 

28 

0" 

29'  0" 

30'  0" 

'    1 

No.  lin.  ft.  of  culvert  pipe  req. 

80' 

85' 

87' 

6" 

90 

92'  6" 

95' 



MATERIAL  REQUIRED  FOR  MORTAR  FOR  100  JOINTS  OF  PIPE. 
For  24"  diam.  is  required  3  bbl.  cement  and  0.4  cu.  yd.  sand. 
For  30"  diam.  is  required  4  bbl.  cement  and  0.5  cu.  yd.  sand. 
For  36"  diam.  is  required  6  bbl.  cement  and  0.75  cu.  yd.  sand. 


BILL  OF  RIP-RAP  AT  TWO  ENDS. 

For  24"  pipe  is  required  4  cu.  yd. 
For  30"  pipe  is  required  5  cu.  yd. 
For  36"  pipe  is  required  6  cu.  yd. 


TRIANGULAR  CONCRETE  PIPE. 


141 


36  CONCRETE  CULVERT 
SECTION 


Fig.  39.     C.  P.  R.  Standard  Concrete  Pipe. 

Triangular  concrete  pipes  are  to  be 
used  when  the  depth  of  cover  is  less 
than  4  ft.  6  in.,  and  generally  depth 
should  not  be  less  than  1  ft.  6  in. 

In  special  cases,  however,  the  pipe 
may  be  brought  closer  to  the  rail,  with 

ARRANGEMENT  OF  TIES  ,,  -    ,  .  , 

when  depth  of  cover  is  lees  than  iV     the  arrangement  of  ties  shown. 


Fig.  40.     C.  P.  R.  Triangular  Concrete  Pipe. 


142 


CAST-IRON  CULVERTS. 


TABLE  66. 
COMPARATIVE  COST  OF  INSTALLING  THREE  TYPES  OF  CULVERTS. 


TOP  OF  C.  TO  B.  OF  R. 


Items. 

24  tri.  con.  pipe. 

24-in.  cast-iron  pipe. 

2  ft.  X  2  ft.  wood  box. 

Supporting  track  
Excavation  and  backfill 
Culvert  material  

Handling,  laying,  store 
charges  and  hardware 
End  walls  
Rip-rap  and  paving  

$55 

$55 
40 
171 

38 

60  cu.  yds. 
4000  F.  B.  M. 

($25  M.) 

SI 

$55 
60 
100 

40 

45  cu.  yds. 
32  lin.  ft. 

3  cu.  yds. 

$1.00 
1.00 

10.00 

45 
32 

20 
30 
15 

40  cu.  yds. 
36  lin.  ft. 

$1.00 
38.00 
perT. 

93 

29 

$330 

25 

K?80 

Total  cost  .  . 

*?!?!0 

COMPARATIVE  COST  OF  INSTALLING  THREE  TYPES  OF  CULVERTS.    20'  TOP  OF  C.  TO  B.  OF  R. 


Items. 

30  in.  con.  pipe. 

30-in.  cast-iron  pipe. 

2  ft.  X  4  ft.  wood  box. 

Supporting  track  
Excavation  and  backfill 
Culvert  material  

Handling,  laying,  store 
charges  and  hardware 
End  walls 

225  cu.  yds. 
80  lin.  ft. 

$1.00 
1.45 

$150 
225 
116 

220  cu.  yds. 
84  lin.  ft. 

$1.00 
38.00 
perT. 

$150 
220 
513 

75 

92 
$1050 

250  cu.  yds. 
11,000  F.  B.  M. 

($25  M.) 

$1 

$150 
250 
280 

90 

70 

$840 

5  cu.  yds. 

10.00 

50 
15 
61 

$692 

Rip-rap  and  paving  
Contingencies 

Total  cost  

Cast-iron  Pipe  Culverts.  —  Cast-iron  pipe  must  have  at  least 
10  feet  of  embankment  and  preferably  not  over  25  feet. 

TABLE  67.  —  APPROXIMATE  WEIGHT  OF  LEAD  AND  YARN  PER  JOINT. 


Diam. 

3  in. 

4  in. 

6  in. 

8  in. 

10  in. 

12  in. 

14  in. 

16  in. 

20  in. 

24  in. 

Lbs. 
Lead  .  .  . 
Yarn.  .. 

7.25 
0.11 

8.75 
0.12 

11.75 

0.19 

15 

0.25 

18 
0.30 

21.5 
0.35 

33 
0.40 

37.25 
0.45 

41.5 
0.6 

53.5 

0.68 

TABLE  68.  —  CAST-IRON  PIPE,  APPROXIMATE  COST,  ETC.    Bell  and  spigot  joint. 


Size  inner 
diam.  pipe. 

Length  of  pipe. 

Weight  in  Ibs.  per 

Thickness 
of  pipe. 

Cost  per  ft. 
at  $35  per 
ton. 

Rip-rap  for 
end  walls 
when 
required. 

Over  all. 

Laid. 

Ft.  laid. 

Length. 

(Fig.  38.) 

.  In. 

Ft.    In. 

Ft. 

In. 

Cu.  yds. 

4 

12     4 

12 

22 

264 

A 

$0  39 

6 

12    4 

12 

36 

432 

I 

0.63 

8 

12    4 

12 

53 

636 

A 

0.93 



10 

12    4 

12 

73 

876 

i 

1.28 

, 

12 

12    4 

12 

95 

1140 

H 

1.66 

"8 

14 

12    5 

12 

119 

1428 

1 

2.09 

8£ 

16 

12    5 

12 

147 

1764 

2.57 

9 

18 

12    5 

12 

176 

2112 

fl 

3.08 

10 

20 

12    5 

12 

208 

2496 

II 

3.64 

11 

24 

12    5 

12 

282 

3384 

i 

4.93 

12 

CEDAR  BOX  CULVERTS. 


143 


Cedar  Box  Culverts.  (Fig.  41.)  —  To  be  used  only  when  pipe 
or  concrete  culverts  cannot  be  placed  economically.  In  sand 
enbankments  use  side  frames  as  shown  in  dotted  lines. 

TABLE  69.  —  APPROXIMATE  COST,  ETC. 


Size. 

Kind. 

Ft. 
B.M. 
per  ft. 

Cost  at 
$30  per  M. 

Paving, 
sq.  yd. 
per  ft. 

Coat  at 
$2  per 
sq.  yd. 

Iron, 
Ibs. 
per  ft. 

Cost  at 
5  cts. 
perlb. 

Approx. 
cost  per  ft. 
complete. 

Ft. 
2X4 

Single 

90 

$2.70 

0.5 

$1.00 

6 

Cts. 
30 

$4.00 

2X4 

Double 

150 

4.50 

1.0 

2.00 

10 

50 

7.00 

4X4 

Single 

175 

5.25 

0.5 

1  00 

15 

75 

7.00 

4X4 

Double 

275 

8.25 

1.0 

2.00 

20 

180 

11.25 

Sheet  pile  at  ends  when  scouring  is  likely  to  occur. 
Excavating  and  refilling  extra. 


L. 


A 

> 

/ 

X 

> 

/ 

Y 

> 

/ 

81 

£E 

>iing 

' 

1 

1 

^  — 

~-  — 

—  • 

-  — 

DOL 

BLE  B 

OX 

Boulders 


X 


SINGLE  BOX 


Fig.  41.     Wood  Box  Culverts. 


144 


STONE  BOX  CULVERTS. 


END  VIEW 


SECTION 


LONGITUDINAL  SECTION 

Fig.  42.    Stone  Box  Culverts. 

TABLE  70.  —  APPROXIMATE  COST,  ETC. 
MATERIAL:  RUBBLE  MASONRY,  IN  CEMENT  MORTAR. 


Body. 

Paving. 

Add  for  2  end  wing  walls. 

Total 
cost 

Total 

Size. 

yd. 

per  lin. 
ft. 

Cost  at 
$8  per 
cu.  yd. 

bq. 

y<*. 

per  hn. 
ft. 

Cost  at 
$1.50. 

per  lin. 
ft. 

Cu. 

yds. 

Cost  at 

$8. 

Rip- 
rap, cu. 
yds. 

Cost  at 
$2  per 

yd. 

cost  for 
2  end 
walls, 
etc. 

Ft. 

Cts. 

3X3 

1.10 

$8.80 

0.30 

45 

$9.25 

7 

$56.00 

8.00 

$24.00 

$88.00 

3X4 

1.50 

12.00 

0.30 

45 

12.45 

12 

96.00 

9.00 

27.50 

123.00 

4X4 

1.75 

14.00 

0.40 

60 

14.60 

12 

96.00 

10.00 

30.00 

126.00 

4X5 

2.0 

16.00 

0.50 

75 

16.75 

19 

152.00 

12.00 

36.00 

188.00 

5X5 

2.25 

18.00 

0.50 

75 

18.75 

19 

152.00 

12.00 

36.00 

188.00 

5X6 

2.5 

20.00 

0.60 

90 

20.90 

27 

216.00 

14.00 

42.00 

258.00 

Excavating  and  refilling  extra. 


RAIL  CONCRETE  CULVERTS. 


145 


Rail  Concrete  Culverts.  —  For  permanent  structures  where 
there  is  insufficient  head-room  for  culvert  pipes  or  concrete  arch 
culverts,  rail  concrete  culverts  are  used.  Figs.  43,  44,  45  and  46. 

The  spans  given  are  from  4  to  10  feet,  the  arrangement  con- 
sisting of  concrete  retaining  walls,  sloped  with  the  bank,  with 
concrete  reinforced  floor  over,  10  to  12  inches  thick,  the  rein- 
forcement being  old  rails  embedded  in  the  concrete  at  about  12- 
inch  centers.  The  floor  is  paved  with  field  stones,  and  the  ends 
of  walls  rip-rapped  when  necessary,  or  concrete  is  used  for  floor 
and  end  walls,  either  plain  or  reinforced. 

SINGLE  RAIL  CONCRETE  CULVERTS 


4  FT.  CULVERT 


Fig.  43. 


s=U 


_ 

Sheet   MlIog  if  necessary  "S 


6  FT.  CULVERT 

Fig.  44. 


146 


RAIL  CONCRETE  CULVERTS. 


_  ^ i{-  -  -I 

~~  "X      ^t  PilhTTf  "necessar" 


8  FT.  CULVERT 

Fig.  45. 


10  FT.  CULVERT 

Fig.  46. 

Single-rail  Concrete  Culverts.  —  These  culverts  to  be  used  only 
where  there  is  insufficient  head  room  for  culvert  pipes  or  con- 
crete arch  culverts. 

The  culverts  should  not  be  loaded  before  the  concrete  has  set, 
the  minimum  time  allowed  being  two  weeks. 

The  quantity  and  arrangement  of  rip-rap  at  ends  may  be  modi- 
fied by  the  division  engineer  to  suit  the  varying  conditions  of  the 
ground. 

The  ingredients  for  concrete  will  consist  of  one  part  Portland 
cement,  three  parts  of  clean  sharp  sand  and  five  parts  broken 
stone. 

Rails  shown  are  56  Ib.  scrap  rails,  but  any  heavier  suitable 
section  may  be  used. 


QUANTITIES  IN   SINGLE-RAIL  CONCRETE  CULVERTS.     147 


Single-Rail  Concrete  Culverts  (Figs.  43,  44,  45  and  46). 

TABLE  71.  —  BILL  OF  MATERIAL. 


4-ft.  culvert. 

6-ft.  culvert. 

H. 

Con- 

Old scrap  rails  at 
56  Ib. 

Reinforcing 
bars. 

H. 

Con- 

Old scrap  rails  at 
56  Ib. 

Reinforc- 
ing bars. 

in 
ft. 

crete. 

No. 

L'gth. 

Wt.in 
Ib. 

No. 

Wt.  in 
Ib. 

in 
ft. 

crete. 

No. 

L'gth. 

Wt.in 
Ib. 

No. 

Wt. 
inlb. 

Cu.  yd. 

Ft.  In. 

Cu.  yd. 

Ft.  In. 

2 

17.3  j 

16 

2 

6    6 
22    0 

J2760 

21 

160 

2* 

20.  8  1 

16 
2 

8    6 
22    0 

I  3360 

21 

220 

3 

22.  8J 

16 

2 

6    6 
25    0 

|2880 

23 

170 

3 

25.  8  < 

16 
2 

8    6 
25    0 

>3480 

23 

240 

4 

28.  3J 

16 
2 

6    6 
28    0 

>3000 

25 

190 

4 

31.8J 

16 
2 

8    6 
28    0 

J3600 

25 

260 

1 

16 

8    6 

1 

5 

37.  8< 

>3720 

27 

280 

J 

2 

31    0 

) 

6 

43  8  < 

16 

8    6 

[  3980 

29 

300 

1 

4 

19    0 

8-ft.  culvert. 

10-ft.  culvert. 

Old  scrap  rails  at 

Reinforc- 

Old scrap  rails  at 

Reinforc- 

H. 

Con- 

56 Ib. 

ing  bars. 

H. 

Con- 

56 Ib. 

ing  bars. 

in 
ft. 

crete. 

No. 

L'gth. 

Wt.  in 
Ib. 

No. 

Wt.in 
Ib. 

ft. 

crete. 

No. 

L'gth. 

Wt.in 
Ib. 

No. 

Wt. 
inlb. 

Cu.  "yd. 

Ft.  In. 

Cu.  yd. 

Ft.  In. 

3 

30.  OJ 

16 

2 

10    6 
22    0 

I  3960 

21 

280 

4 

41.  2  | 

16 
2 

12    6 
25    0 

^4700 

23 

380 

4 

36.5  { 

16 

2 

10    6 
25    0 

^4070 

23 

310 

5 

48.7  j 

16 
2 

12    6 

28    0 

I  4800 

25 

410 

5 

43.3  | 

16 
2 

10    6 

28    0 

J4200 

25 

340 

6 

56.  6  | 

19 
2 

12    6 
31    0 

J4900 

27 

450 

6 

50.  0  j 

16 
2 

10    6 
31    0 

J4320 

27 

370 

7 

64.8  j 

16 
4 

12    6 
19    0 

J5150 

29 

480 

7 

57.  6  | 

16 
4 

10    6 
19    0 

M520 

29 

390 

8 

73.4  j 

16 
4 

12    6 
21    6 

J5350 

31 

510 

8 

66.0  | 

16 

4 

10    6 
21    6 

I  4750 

31 

420 

9 

82.  4  1 

16 

4 

12    6 
23    0 

^5450 

33 

550 

( 

16 

12    6 

) 

10 

92.  2  j 

4 

24    6 

>5550 

35 

580 

H  =  the  clear  height  of  the  culvert  on  the  center  line;  for 
example,  for  the  8-ft.  culvert  shown,  Fig.  45,  the  height  is  3  ft. 
and  the  quantities  for  this  height  from  Table  71  are  as  follows: 

30  cu.  yds.  concrete. 
3960  Ibs.  old  scrap  rail. 
280  Ibs.  reinforcing  bars. 


148 


DOUBLE-RAIL   CONCRETE  CULVERTS. 


Double-Rail  Concrete  Culverts.  —  These  double  culverts  are 
to  be  used  where  the  headway  is  too  limited  for  a  single  span,  and 
where  there  is  no  objection  to  a  center  wall.  (Figs.  47  and  48.) 

The  culvert  should  not  be  loaded  before  the  concrete  has  set, 
the  minimum  time  allowed  being  two  weeks. 

The  quantity  and  arrangement  of  rip-rap  at  ends  may  be 
modified  by  the  division  engineer  to  suit  the  varying  conditions 
of  the  ground. 

The  ingredients  for  concrete  will  consist  of  1  part  Portland 
cement,  three  parts  of  clean  sharp,  sand,  and  five  parts  broken 
stone.  (1:3:  5.) 

Rails  shown  are  56-lb.  scrap  rails,  but  any  heavier  suitable 
section  may  be  used. 


(•  Sheet  Piling  if  Neceesary   J 


8  FT.    DOUBLE   CULVERT 

Fig.  47. 

BILL  OF  MATERIAL. 


8  FT.  DotiBLE  CULVERT,  FIG.  47. 


Height  in  feet. 

Concrete, 
cu.  yds. 

Old  scrap  rails. 

Number. 

Length. 

Weight,  Ibs. 

3 

56.2 

33 
2 
1 

20'  6" 

22'  0" 
21'  6" 

13,880 

4 

65.9 

34 
2 
1 

20'  6" 
25'  0" 
21'  6" 

14,340 

5 

75.8 

36 
2 
1 

20'  6" 
28'  0" 
21'  6" 

15,230 

6 

85.6 

37 
2 
1 

20'  6" 
31'  0" 
21'  6" 

15,736 

7 

96.4 

39 
4 
1 

20'  6" 
19'  0" 

21'  6" 

16,744 

8 

107.9 

40 
5 

20'  6" 

21'  6" 

17,290 

QUANTITIES  IN  DOUBLE-RAIL  CONCRETE  CULVERTS.     149 


rp= 

i — i 

10  FT.  DOUBLE  CULVERT 

Fig.  48. 
C.  P.  R.  Standard  Concrete  Rail  Culverts 

BILL  OF  MATERIAL. 
10  FT.  DOUBLE  CULVERT,  FIG.  48. 


Height  in  ft. 

Concrete, 
cu.  yds. 

Old  scrap  rails. 

Number. 

Length. 

Weight,  lb. 

4 

75.2 

34 
2 
1 

24'  6" 
25'  0" 
21'  6" 

16,856 

5 

86.2 

36 
2 
1 

24'  6" 
28'  0" 
21'  6"! 

17,920 

6 

97.5 

37 
2 
1 

24'  6" 
31'  0" 
21'  6" 

18,480 

7 

109.1 

39 
4 
1 

24'  6" 
19'  0" 
21'  6"  1 

19,656 

8 

121.1 

40 
5 

24'  6" 
21'  6" 

20,272 

9 

133.5 

42 

4 

1 

24'  6" 
23'  0" 
21'  6" 

21,336 

10 

146.7 

47 
1 

24'  6" 
21'  6" 

21,896 

Height  in  feet  refers  to  the  clear  opening  of  the  culvert  on  the 
center  line,  for  example,  Fig.  47,  for  the  8-ft.  double  culvert  the 
height  is  3  ft.  and  the  quantities  from  the  table  are  as  follows: 

56.2  cu.  yds.  concrete. 
13,880  Ibs.  old  scrap  rail. 


150  REINFORCED  CONCRETE  CULVERTS. 

Reinforced  Concrete  Box  Culverts.  (Fig.  49.)  —  Double  box 
culverts  are  used  in  all  cases  where  the  span  is  equal  to  or  greater 
than  twice  the  height;  the  use  of  single  box  culverts  beyond  these 
proportions  materially  increases  the  cost. 

The  top  and  bottom  slabs  are  made  the  same  thickness  with 
transverse  reinforcement  near  the  inner  face  and  longitudinal 
shrinkage  rods  J-inch  diameter  spaced  at  2-foot  centers,  just 
above  and  below  the  transverse  bars.  The  side  walls  are  rein- 
forced in  a  similar  manner  near  the  inner  face.  Forty-five  de- 
gree fillets  are  placed  at  all  corners.  The  bottom  slab  extends 
for  a  distance  equivalent  to  one-half  of  the  height  at  each  end 
and  terminates  in  a  baffle  wall  1  foot  thick  and  extending  at  least 
3  feet  below  the  bottom  of  slab  at  the  downstream  end  and  2  feet 
at  the  upstream.  The  side  walls  extend  to  the  ends  of  bottom 
slab  and  are  cut  off  at  a  slope  of  1J  to  1.  The  cover  slabs  have  a 
curb  4  inches  high  at  each  end  equal  in  width  to  thickness  of 
cover  slab.  The  length  of  the  cover  slabs  are  in  general  made 
equal  to  three  times  the  depth  of  fill  plus  18  feet  for  single  track. 
All  square  corners  have  a  bevel  of  1  inch.  The  slopes  of  culvert 
bottoms  are  made  not  less  than  1  per  cent. 

The  table  is  for  values  of  "  W  "  (the  average  depth  of  fill)  not 
greater  than  10  feet.  For  values  of  "  W  "  greater  than  10  feet 
the  top,  bottom  and  side  walls  are  increased  as  follows: 

1  inch  when  W  equals  10  feet  to  20  feet. 

2  inches  when  W  equals  20  feet  to  30  feet. 

3  inches  when  W  equals  30  feet  to  40  feet. 

4  inches  in  all  cases  when  W  is  greater  than  40  feet. 

The  same  size,  length  and  spacing  of  bars  are  used  for  all 
values  of  "W,"  the  extra  strength  required  being  furnished  by 
the  increased  thickness  of  slabs. 

NOTES. 

1.  Unless   special   permission   is   obtained  side  walls  as  follows:    1  in.  when  W  equals 
double  box  culverts  will  be  used  in  all  cases  10  to  20  ft. ;   2  in.  when  W  equals  20  to  30  ft. ; 
where  span  is  equal  to  or  greater  than  twice  3  in.  when  W  equals  30  to  40  ft. ;   4  in.  when 
the  height.     Use  of  single  box  culverts  be-  W   is  greater   than   40   ft.     Use   same   size, 
yond  these  proportions  materially  increases  length  and  spacing  of  rods  for  all  values  of  W. 
the  cost.  7.    Where  piles  are  necessary  an  approved 

2.  Use  plain  round  rods  for  reinforcements.  special  plan  shall  be  used. 

3.  Place  surface  rods  1$  in.  from  surface  8.    Slope  of  culvert  shall  be  not  less  than 
of  concrete.  1.0  per  cent. 

4.  Use  concrete  with  the  following  formula:  9.    Bevel  all  square  corners  1  in. 

1  cement,  2,\  sand,  5  crushed  rock  (or  gravel).  10.  Where  special  conditions  render  de- 
Particles  of  crushed  rock  or  gravel  shall  not  parture  from  the  standard  advisable  the  de- 
exceed  1  in.  in  any  dimension.  sired  changes  must  be  indicated  in  crayon 

5.  Distance  from  base  of  rail  to  top  of  on  a  blue  print  and  submitted  to  the  Chief 
concrete  shall  be  not  less  than  12  in.  Engineer  Maintenance  of  Way  for  approval 

6.  For  values  of   W  greater  than   10  ft.  prior  to  the  commencement  of  work, 
increase  the  thickness  of    top,  bottom    and 


REINFORCED  CONCRETE  CULVERTS. 


151 


152      DIMENSIONS.     SINGLE  AND  DOUBLE  BOX  CULVERTS. 


TABLE  72.  — TABLE  OF  QUANTITIES  AND  DIMENSIONS  FOR  SINGLE  AND 
DOUBLE  BOX  CULVERTS. 

(Fig.  49.) 


QUANTITIES  AND  DIMENSIONS  FOR  SINGLE  AND  DOUDLE  Box  CULVERTS  FOE  VALUES  OF  "  W 
NOT  GREATER  THAN  10  FT.     (See  Note  6.) 


Heii 
Clea 

ht  inside  (feet)  

// 
S 

3 
3 

3 
4 

3 
5 

3 
6 

3 

8 

3 
10 

3 

12 

3 
14 

4 
3 

4 

4 

r  span  (feet)  

Top  &  bottom 

Thickness  (in.)  
Dia.  of  rods  (in.  )  
Spacing  of  rods  (in.) 

a 
b 
c 

i 

e 

6 

4 

3'10" 

7'  4" 

83 

5' 
97" 

10 

rl 

6'  2" 
ll'lO" 

12 

4 

7'  4" 
14'  1" 

15 
1 
6* 

9'  8" 

187" 

18 
1 
5* 

12' 
23'  1" 

20 
1 
5 

14'4" 
277" 

22 
1 
4* 

16'  8" 
32'  1" 

64 

9| 
4'  2" 
7'10" 

8 

5'  2" 
9'10" 

Length  of  rods,  single  cul- 
vert   
Length  of  rods,  double  cul 
vert  

0  A 

n 

Thickness  (in.)  
Dia.  of  rods  (in.) 

f 
g 

i 
j 

6 

4 

3'10" 

7 

10 

4'2" 

8 

158 
4'  6" 

9 

16* 
4'  10" 

11 
1 
24 
5'  4" 

13 
1 
24 
5'  10" 

15 
1 

24 
6'  2" 

17 
1 

24 
6'  6" 

8s 
4'10" 

8 
a 

7* 
5'  2" 

Spacing  of  rods  (in.)  
Length  of  rods  

s= 
& 

Thickness  (in.)  
Dia.  of  rods  (in.) 

k 
I 
m 

0 

6 

24* 
3'10" 

7 

24 
4'2" 

8 

24* 
4'  6" 

9 

24* 

4'  10" 

11 

242 
5'  4" 

13 

24* 

5'  10" 

15 

24* 
6'  2" 

17 

24* 
6'  6" 

8 

24* 

4'10" 

8 

24* 

5'  2" 

Spacing  of  rods  (in.)  
Length  of  rods  

If 

Shortest  rod  
Dif.  between  rods  (in.).  .  . 
Longest  rod  

P 

T 
t 

O'lO" 
4 
3'  6" 

1' 
6 
3'6" 

1'  3" 
10 
3'  9" 

1'  5" 
11 

1'  7" 
16 
4'  3" 

1'  10" 
16 
4'  6" 

2' 
16 

4'  8" 

2'  2" 
16 
4'  10" 

O'lO" 
/I" 

1'  0" 
4| 
4'  9" 

Height  inside  (feet)  
Clear  span  (feet)  

// 

X_ 
a 
b 
c 

d 

4 
5 

10 

rl 

6'  4" 
12'1" 

4 
6 
12 

el 

7'  6" 
14'  4" 

4 
8 

4 
10 

4 
12 

4 
14 

5 
4 

5 
5 

5 
6 

5 

8 

Top  &  bottom 

Thickness  (in.)  
Dia.  of  rods  (in.)  
Spac'g  of  rods  (in.)  .  . 
Length  of  rods,  single 
culvert 

15 
1 

6i' 

9'10" 
18'10" 

18 
1 

5i 

12'  2" 
23'  4" 

20 
1 
5 

14'  6" 
27'10" 

22 
1 
4^ 

16'10" 
32'  4" 

8 

4 

5'6" 
10'4" 

10 

r! 

6'  6" 
12'  4" 

12 

4 

7'  8" 
14'  7" 

15 
1 

6* 

9'10" 
18'10" 

Length       of       rods, 
double  culvert  .... 

<C  <n 

n 

1- 

J~a 
[ 

Thickness  (in.)  
Dia.  of  rods  (in.).  .  .  . 
Spac'ng  of  rods  (in.). 
Length  of  rods  

f 
!l 
i 
) 
k 
I 
m 

0 

9 

io8 

5'  6" 
9 

24* 

5'  6" 

10 

II8 
5'  10" 

12 
1 
16 
6'  4" 

14 
1 
18 
6'  10" 

16 
1 

20 

T  2" 

18 

22 
7'  6" 

10 

t{ 

6'  2" 
10 

24* 
6'  2" 

10 

,i 

11 

88 
6'  10" 

12 
1 

10 
7'  4" 
12 

24*' 

7'  4" 

Thickness  (in.)  
Dia.  of  rods  (in.).  .  .  . 
Spac'ng  of  rods  (in.)  . 
Length  of  rods  

10 

24  2 
5'  10" 

12 

24  2 
6'  4" 

14 

24* 
6'  10" 

16 

24* 

7'  2" 

18 

24* 

7'  6" 

10 

24* 

6'  6" 

11 

24* 

6'  10" 

-->."; 

11 

Shortest  rod... 
Dif.  betw.  rods  (in.). 
Longest  rod  

1> 
r 
t 

1'  3" 
6* 
4'  6" 

1'  4" 

/,*•• 

1'  8" 
11 
5'  4" 

1'  10" 
12 
4'  10" 

2' 
13 
5'  3" 

2'    2" 
15 
5'  11" 

1'  1" 
5 
5'  8" 

1'    3" 
5 
5'  10" 

1'  5" 
5 
6' 

1'  7" 
7 
6'  3" 

DIMENSIONS.     SINGLE  AND   DOUBLE  BOX  CULVERTS.      153 


TABLE  72   (Continued) .  —  TABLE  OF  QUANTITIES  AND   DIMENSIONS  FOR 
SINGLE  AND  DOUBLE  BOX  CULVERTS. 


(Fig.  49.) 


Height  inside  (feet)  
Clear  span  (feet)  .. 

// 
8 

a 
b 
r 

d 
e 

10 

12 

14 

4 

5 

6 

8 

10 

12 

14 

S 

1 

<$ 

1 

11 

Thickness  (in.)  
Dia.  of  rods  (in.).  .  . 
Spac'g  of  rods  (in.)  . 
Length  of  rods,  sin- 
gle culvert  
Length       of      rod, 
double  culvert.  .  .  . 

18 
1 
5i 

12'  2" 
23'  4" 

20 
5 

14'  6" 
27'10" 

22 
1 
4i 

16'10" 
32'  4" 

8 

*\ 

5'10" 
lO'lO" 

10 

»} 

6'10" 
12'10" 

12 

a! 

7'10" 
14'10" 

15 
1 
6* 

10'2" 
19'4" 

18 
5* 

12'  6" 
23'10" 

20 
1 
5 

14'10" 
28'  4" 

22' 
4i 
17'  2" 
32'10" 

Thickness  (in.)  
Dia.  of  rods  (in.)  .  .  . 
Spac'ng  of  rods  (in.) 
Length  of  rods  

' 
t 

i 

J 

14 
1 

12 

7'  10" 

16 
1 

14 

8'  2" 

18 
1 
16 

8'  6" 

12 

,i 

12 

,i 

12 

a! 

7'  10" 

14 

1 
9 
8'  4" 

16 

1 
10 
8'  10" 

18 
1 
11 

9'  2" 

20 
1 
12 
9'  6" 

ft 

Thickness  (in.)  
Dia.  of  rods  (in.  )  .  .  . 
Spac'g  of  rods  (in.). 
Length  of  rods  

i: 
I 
r>< 
0 

14 

24' 

7'  10" 

16 

24 

8'  2" 

18 

J 

8'  6" 

12 

J 

T  2" 

12 

241 

7'  6" 

12 

241 

7'  10" 

14 

24' 

8'  4" 

16 

«.' 

8"  10' 

18 

*» 

9'  2" 

20 

24 
9'  6" 

11 

Shortest  rod  
Dif.  betw.  rods  (in.) 
Longest  rod  

!' 
r 
t 

r  10" 

8 
6'    6" 

2'  1" 
9 

2'  2" 
11 

1 

1'  2" 

r  4" 

1'  9" 

r  ii" 

2'  1" 

2'  2" 
8 

/  7" 

6'  9" 

6'  4" 

6'  6" 

6'  8" 

7'  3" 

6'  11" 

7'  4" 

7'  6" 

Height  inside  (feet)  
Clear  span  (feet)  

// 

s 

8 
6 

8 
8 

8 
10 

8 
12 

8 
14 

10 

8 

10 
10 

10 
12 

10 
14 

walls.  |T°P&  bottom 

Thickness  (in  ) 

1 

ft 
e 

•; 
i 

12 
Si 

8'  6" 
15'10" 

15 
1 
6* 

10'  6" 

19'10" 

18 
1 
5* 

12'10" 
24'  4" 

20 
5 
15'  2" 
28'10" 

22 
4* 
17'  6" 
33'  4" 

15 
1 

6i 

lO'lO" 
20'  4" 

18 
1 
5} 

12'10" 
24'  4" 

20 
5 
15'  2" 
28'10" 

22 
4* 
17'  6" 
33'  4" 

Diam.  of  rods  (in.)  
Spac'g  of  rods  (in.  )  
Length  of  rods,  single  cul- 
vert 

Length    of    rods,    double 
culvert  

Thickness  (in.)  
Diam.  of  rods  (in.)  
Spac'g  of  rods  (in.)  
Length  of  rods  

/ 
0 

; 

16 

6 
9'  10" 

16 
1 
6 
10'  4" 

18 
1 

lO'lO" 

20 
1 

7 
11'  2" 

22 
1 
7* 

ir  e" 

18 
1 
5J 
12'  4" 

18 

5} 
12'10" 

20 
1 
61 
13'  2" 

22 
,3-1'" 

2- 
jg 

Thickness  (in.)  
Diam.  of  rods  (in.)  
Spac'g  of  rods  (in.  )  
Length  of  rods  

t 
/ 

»i 
0 

16 

»« 

9'  10" 

16 

24 

10'  4" 

18 

24* 

lO'lO" 

20 

24* 

11'  2" 

22 

24* 
11'  6" 

18 

24* 

12'  4" 

18 

24* 

12'10" 

20 

24* 

13'  2" 

22 

24* 

13'  6" 

2:§ 

£1 

Shortest  rod  ' 
Dif.  betw.  rods  (in.)  
Longest  rod 

P 

r 

* 

1-  4" 
4 
9' 

1'  8" 
4 
9'  4" 

2' 
4 

9'  8" 

2' 

9-46'" 

2'  1" 
5 

10' 

I'lO" 
3i 
11'  2" 

,.'9- 

2'  3" 
4 
11'  3" 

2'  2" 
5 
11'  9" 

154    QUANTITIES  SINGLE  AND  DOUBLE  BOX  CULVERT. 


TABLE  72   (Continued).  —  TABLE  OF  QUANTITIES  AND  DIMENSIONS  FOR 
SINGLE  AND  DOUBLE  BOX  CULVERTS. 

(Fig.  49.) 

Shrinkage  rods.    All  shrinkage  rods  are  i  in.  diameter  and  spaced  about  2  ft.  c.  to  c. 
Where  laps  are  necessary  make  them  3  ft:  long. 


Height  inside  (feet)  
Clear  span  (feet)  

3 
3 
34.5 
0.28 

0.06 
110 
2.2 

0.31 

3 
4 

46.3 
0.41 

0.07 
224 
3.0 

0.36 

3 
5 
61.8 
0.58 

0.08 
314 
4.0 

0.41 

3 

6 

77.0 
0.77 

0.09 
372 
5.2 

0.46 

3 

8 
117.0 
1.18 

0.11 
580 
7.5 

0.55 

3 
10 
164.0 
1.68 

0.13 

848 
10.5 

0.64 

3 

12 
211.0 
2.20 

0.15 
994 
13.3 

0.73 

3 

14 
265.0 
2.75 

0.16 
1238 
16.2 

0.82 

4 
3 

46.4 
0.40 

0.07 
304 
3.4 

0.47 

4 
4 
59.0 
0.49 

0.08 
380 
4.3 

0.52 

Double  culvert.  Single  culvert. 

Steel  per  lin.  ft.,  Ib  
Cone,  per  lin.  ft.,  cu.  yd  
Add  con.  per  lin.  ft.  for  each  1  in. 
increase  in  thick'ss,  cu.  yd.... 
Steel  in  2  ends,  Ib  
Cone,  in  2  ends,  cu.  yd  
Add.  cone,  in  2  ends  for  each  1  in. 
increase  in  thick'ss,  cu.  yd.  .  .  . 

Steel  per  lin.  ft.,  Ib  
Cone,  per  lin.  ft.,  cu.  yd  
Add.  cone,  per  lin.  ft.  for  each  1 
in.  increase  in  thick'ss,  cu.  yd. 
Steel  in  2  ends,  Ib  

52.8 
0.49 

0.09 
255 
4.4 

0.41 

76.9 
0.73 

0.10 
348 
5.0 

0.49 

104.9 
1.04 

0.12 
560 
6.7 

0.57 

135.2 
1.39 

0.14 
625 
8.6 

0.65 

215.1 

2.18 

0.17 
992 
2.19 

0.80 

303.9 
3.12 

0.20 
1392 
18.4 

0.95 

395.0 
4.07 

0.24 
1798 
24.3 

1.10 

501.0 
5.14 

0.28 
2273 
28.7 

1.24 

64.8 
0.67 

0.10 
410 

4.8 

0.60 

90.1 
0.86 

0.11 

555 
6.7 

0.69 

Add  cone,  in  2  ends  for  each  1  in. 
increase  in  thickness,  cu.  yd.  . 

Heif 
Clea 

ht  inside  (feet) 

4 
5 

4 
6 

4 

8 

4 
10 

4 

12 

4 
14 

5 
4 

5 
5 

5 
6 

5 

8 

r  span  (feet)  

Double  culvert.  |  Single  culvert. 

Steel  per  lin.  ft.,  Ib  
Cone,  per  lin.  ft.,  cu.  yd  
Add.  cone,  per  lin.  ft.  for  each  1 
in.  increase  in  thick'ss,  cu.  yd. 
Steel  in  2  ends,  Ib  

75.0 
0.66 

0.09 
487 
5.6 

0.58 
119.0 
1.18 

0.13 

738 
9.2 

0.80 

90.0 
0.88 

0.10 
592 
7.1 

0.65 
148.5 
1.55 

0.15 
906 
11.3 

0.90 

130.9 
1.30 

0.12 
864 
10.3 

0.74 
228.5 
2.35 

0.18 
1394 
17.7 

1.07 

1V5.0 
1.80 

0.14 
1104 
13.8 

0.89 
316~3 
3.32 

0.22 
1928 
24.1 

1.30 

220.0 
2.34 

0.15 
1376 
17.6 

1.00 
404.0 
4.32 

0.25 
2438 
29.9 

'l.49 

274.0 
2.90 

0.17 
1680 
21.8 

1.12 
510.0 
5.42 

0.29 
3069 
37.6 

1.69 

76.0 
0.65 

0.09 
600 
6.4 

0.72 
108.0 
1.09 

0.13 

822 
9.2 

0.94 

93.0 
0.78 

0.10 
750 
7.5 

0.78 
139.0 
1.34 

0.14 
1038 
11.7 

1.05 

108.0 
0.98 

0.11 
857 
9.4 

0.86 
169.0 
1.72 

0.16 
1297 
15.0 

1.18 

154.0 
1.37 

0.12 
1224 
12.8 

0.99 

Add.  cone,  in  2  ends  for  each  1  in. 
increase  in  thickness,  cu.  yd.  . 

Steel  per  lin.  ft.,  Ib  
Cone,  per  lin.  ft.,  cu.  yd  
Add.  cone,  per  lin.  ft.  for  each  1 
in.  increase  in  thick'ss,  cu.  yd. 
Steel  in  2  ends,  Ib  
Cone,  in  2  ends,  cu.  yd  
Add.  cone,  in  2  ends  for  each  1  in. 
increase  in  thick'ss,  cu.  yd  — 

255.0 
2.46 

0.19 
1967 
21.1 

1.41 

QUANTITIES  SINGLE  AND  DOUBLE  BOX  CULVERTS.      155 


TABLE  72   ( Concl uded).  —  TABLE  OF  QUANTITIES  AND   DIMENSIONS  FOR 
SINGLE  AND  DOUBLE  BOX  CULVERTS. 


(Fig.  49.) 


Heij 

CIe:i 

rht  inside  (feet) 

5 
10 

5 

12 

5 

14 

6 
4 

6 
5 

6 
6 

6 

8 

6 
10 
213.0 
2.13 

0.15 
1954 
22.6 

1.45 
358.0 
3.82 

0.24 
3075 
36.4 

2.08 

6 
12 

6 
14 

r  span  (feet)  

Double  culvert.  1  Single  culvert. 

Steel  per  lin.  ft.,  Ib  
Cone,  per  lin.  ft.,  cu.  yd  
Add.  cone,  per  lin.  ft.  for  each  1 
in.  increase  in  thick'ss,  cu.  yd. 
Steel  in  2  ends,  Ib  
Cone,  in  2  ends,  cu.  yd  
Add.  cone,  in  2  ends  for  each  1  in. 
increase  in  thick'ss,  cu.  yd  

193.0 
1.90 

0.14 
1540 
17.4 

1.14 

234.0 
2.44 

0.16 
1809 
22.0 

1.28 

287.0 
3.03 

0.18 
2183 
27.0 

1.43 

92.0 
0.81 

0.10 
860 
9.1 

0.95 

109.0 
0.95 

0.11 
1038 
10.4 

1.02 

126.0 
1.11 

0.11 
1190 
12.4 

1.10 

170.0 
1.57 

0.13 
1610 
17.0 

1.28 
273.0 
2.78 

0.20 
2513 
26.4 

1.79 

255.0 
2.69 

0.17 
2376 
28.2 

1.62 
444.0 
4.86 

0.27 
4076 
46.0 

2.37 

309.0 
3.32 

0.19 

2784 
34.2 

1.80 
549.0 
6.03 

0.32 
4997 
56.5 

2.67 

Steel  per  lin.  ft.,  Ib  
Cone,  per  lin.  ft.,  cu.  yd  
Add.  cone,  per  lin.  ft.  for  each  1 
in.  increase  in  thick'ss,  cu.  yd. 
Steel  in  2  ends,  Ib  

336.0 
3.46 

0.22 
2536 
28.8 

1.66 

422.0 
4.46 

0.26 
3091 
36.8 

1.90 

524.0 
5.57 

0.29 
3946 
45.9 

2.14 

124.0 
1.36 

0.14 
1176 
12.8 

1.22 

158.0 
1.63 

0.15 
1476 
15  .-5 

1.35 

190.0 
1.92 

0.1? 
1764 
18.8 

1.48 

Cone,  in  2  ends,  cu.  yd.   . 

Add.  cone,  in  2  ends  for  each  1  in. 
increase  in  thickness,  cu.  yd.  . 

Height  inside  (feet)  
Clear  span  (feet)  

8 
6 

8 
8 

8 
10 

8 
12 

8 
14 

10 

8 

10 
10 

10 

12 

10 
14 

Double  culvert.  |  Single  culvert. 

Steel  per  lin  ft.,  Ib  
Cone,  per  lin.  ft.,  cu.  yd  
Add.  cone,  per  lin.  ft.  for  each  1 
in.  increase  in  thick'ss,  cu.  yd. 
Steel  in  2  ends,  Ib  
Cone,  in  2  ends,  cu.  yd  
Add.  cone,  in  2  ends  for  each  1  in. 
increase  in  thick'ss,  cu.  yd  

177.0 
1.56 

0.13 
2202 
21.4 

1.69 

225.0 
1.91 

0.15 

2782 
25.8 

1.88 

268.0 
2.50 

0.17 

3250 
33.6 

2.12 

310.0 
3.10 

0.19 
3800 
41.5 

2.35 

363.0 
3.73 

0.21 
4473 
49.6 

2.57 

263.0 
2.80 

0.17 
4100 
38.0 

2.59 

311.0 
2.72 

0.18 
4810 
45.0 

2.82 

339.0 
3.34 

0.20 
5240 
54.9 

3.11 

381.0 
4.00 

0.22 
5838 
65.3 

3.38 
625.0 
7.06 

0.34 
9520 
100.3 

4.84 

Steel  per  lin.  ft.,  Ib  
Cone,  per  lin.  ft.,  cu.  yd  
Add.  cone,  per  lin.  ft.  for  each  1 
in.  increase  in  thick'ss,  cu.  yd. 
Steel  in  2  ends,  Ib. 

245.0 
2.64 

0.20 
2972 
29.4 

2.23 

330.0 
3.29 

'  0.22 
3996 
37.9 

2.57 

418.0 
4.40 

0.25 
4990 
50.9 

2.97 

503.0 
5.50 

0.29 
6035 
65.0 

3.37 

604.0 
6.06 

0.32 
7334 
78.2 

3.74 

373.0 
3.90 

0.24 
5700 
53.5 

3.47 

463.0 
4.73 

0.27 
6885 
66.9 

3.88 

532.0 
5.86 

0  30 
7990 
83.8 

4.38 

Cone,  in  2  ends,  cu.  yd  
Add.  cone,  in  2  ends  for  each  1  in. 
increase  in  thick'ss,  cu.  yd  

156 


REINFORCED  CONCRETE  CULVERTS 


o 

a 


REINFORCED  CULVERTS. 


157 


TABLE  73.  —  DIMENSIONS  OF  STANDARD  REINFORCED  CONCRETE 
CULVERTS.     (Fig.  50.) 


Span. 

A. 

ft. 

ft. 

c. 

c. 

Cl. 

D. 

Di. 

D*. 

d. 

di. 

4. 

E. 

4X4 

5 

2 

6  5 

4  0 

10 

5  { 

' 

13 

10 

10 

i     n 

3  6 

" 

4 

2 

12 

6X6 

1 

0 

10  0 

7  1 

12 

7 

13 

14 

12 

4  6 

j 

6 

3 

12 

6X8 

1 

4 

12  8 

8  0 

12 

7 

13 

14 

12 

5  0 

| 

6 

3 

15 

8X8 

ID 

7 

13  3 

9  1 

12 

9 

13 

18 

12 

5  0 

I 

1 

3 

15 

10  X  10 

12 

10 

15  8 

10  0 

12 

11 

13 

22 

12 

5  0 

1 

4 

3 

18 

Span. 

F. 

/• 

A. 

0- 

ffi- 

fb 

H. 

#4.- 

H*. 

Hg. 

h. 

hi. 

»,. 

4X4 

5 

13 

8 

2 

5    6 

12 

I 

12 

1 

4 

2 

6X6 

7 

II 

12 

3 

7  10 

16 

I 

14 

6 

3 

6X8 

9 

13 

10 

3 

9  10 

16 

| 

16 

6 

3 

8X8 

9 

13 

10 

3 

10    2 

20 

1 

16 

5 

3 

10x10 

11 

13 

8 

3 

12    6 

24 

2 

16 

4 

3 

Span. 

fc, 

* 

*. 

]*• 

K. 

k. 

h. 

0. 

Pi. 

P- 

Pi. 

S. 

4X4 

6 

/  a 
3 

12 

5 

3 

0 

12 

" 

10 

/  i 
1 

13 

4  0 

6X6 

15 

> 

3 

11 

6 

4 

0 

12 

10 

7 

13 

6  0 

6X8 

1 

1 

3 

18 

6 

4 

3 

12 

10 

7 

13 

6  0 

8X8 

K 

1 

3 

1! 

6 

5 

3 

12 

12 

9 

13 

8  0 

10  X  10 

12 

3 

18 

6 

6 

6 

12 

12 

11 

13 

10  0 

Si. 

JR. 

'• 

Wz. 

Area 

Span. 

T. 

TV 

h. 

fc. 

h. 

W. 

Wt. 

of  dis- 

charge. 

4X4 

1 

7  7i 

4} 

10 

2 

6 

3 

3 

10 

10 

16 

v- 

6X6 

1 

7  7^ 

4 

12 

2 

6 

3 

3 

12 

12 

20 

36 

6X8 

1 

7  7i- 

4 

12 

j 

I 

6 

3 

3 

12 

12 

2    0 

48 

8X8 

1 

7     7i: 

4 

12 

2 

6 

3 

3 

12 

12 

2    0 

64 

10  X  10 

1 

7  7J 

*! 

12 

2 

6 

3 

3 

12 

12 

3    0 

100 

TABLE  74.  —  REINFORCED  CONCRETE  CULVERTS,    CHIC.  G.  WEST.   RY. 

(Fig.  50.) 

APPROXIMATE  QUANTITIES  PER  LINEAL  FOOT  INCLUDING  PORTALS. 


Size  of  culvert. 

4  X  4  ft. 

6  X  6  ft. 

6  X  8  ft. 

8  X  8  ft. 

10  X  10  ft. 

Barrel  per  lin.  ft.,  cu.  yds  

0.7 

1.2 

1.5 

2 

3 

Barrel  per  lin.  ft.,  metal,  Ibs  

68 

144 

171 

214 

320 

2  portals  (2  ends  outside  AA),  cu.  yds  

64 

16  6 

23 

28.3 

38 

2  portals  (2  ends  outside  AA),  metal,  Ibs.  . 

548 

1922 

2626 

2947 

4060 

158    QUANTITIES  — REINFORCED  CONCRETE  CULVERTS. 


TABLE  75.  —  REINFORCED  CONCRETE   CULVERTS,  CHIC.   GT.  WESTERN   RY. 


QUANTITIES  FOB  REINFORCED  CONCRETE  CULVERTS  UNDER  FILLS  OF  6  FT.  TO  50  FT.  IN 
HEIGHT  FOR  VARIOUS  SIZES  OF  OPENINGS. 

(Fig.  50.) 


Span. 

4  X  4  ft. 

6  X  6  ft. 

6  X  8  ft. 

8  X  8  ft. 

10  X  10  ft.  ' 

~ 

Total  in 

ij 

Total  in 

i 

Total  in 

*j 

Total  in 

*s 

Total  in 

1 

j: 

culvert. 

I 

culvert. 

P 

culvert. 

£ 

culvert. 

J: 

culvert. 

«<B 
a 

3 

D 

3 

u 

1 

1 

3 

1. 

i 

3 

is 

i 

3 

^£ 

1 

t 

3 

is 

1 

t 
d 

is 

I 

3 

1~£ 

3 

o 

^ 

3 

0 

^ 

3 

o 

s 

3 

0 

§ 

3 

o 

^ 

6 

19.2 

19.8 

1,849 

g 

25.2 

24.0 

2,257 

10 

31.2 

28.2 

2,665 

24.6 

46.0 

5,450 

12 

37.2 

32.4 

3,073 

30.6 

53.2 

6,314 

24.6 

59.8 

6,815 

23.6 

75.3 

7,976 

14 

43.2 

36.6 

3,481 

36.6 

60.4 

7,178 

30.6 

68.8 

7,841 

29.6 

87.3 

9,260 

22.6 

105.5 

11,260 

16 

49.2 

40.8 

3,889 

42.6 

67.6 

8,042 

36.6 

77.8 

8,867 

35.6 

99.3 

10,544 

28.6 

123.5 

13,180 

18 

55.2 

45.0 

4,297 

48.6 

74.8 

8,906 

42.6 

86.8 

9,893 

41.6 

111.3 

11,828 

34.6 

141.5 

15,100 

20 

61.2 

49.2 

4,705 

54.6 

82.0 

9,770 

48.6 

95.8 

10,919 

47.6 

123.3 

13,112 

40.6 

159.5 

17,020 

22 

67.2 

53.4 

5,113 

60.6 

89.2 

10,634 

54.6 

104.8 

11,945 

53.6 

135.3 

14,396 

46.6 

177.5 

18,940 

24 

73.2 

57.6 

5,521 

66.6 

96.4 

11,498 

60.6 

113.8 

12,971 

59.6 

147.3 

15,680 

52.6 

195.5 

20,800 

26 

79.2 

61.8 

5,929 

72.6 

103.6 

12,362 

66.6 

122.8 

13,997 

65.6 

159.3 

16,964 

58.6 

213.5 

22,780 

28 

85.2 

66.0 

6,337 

78.6 

110.8 

13,226 

72.6 

131.8 

15,023 

71.6 

171.3 

18,248 

64.6 

231.5 

24,700 

30 

91.2 

70.2 

6,745 

84.6 

118.0 

14,090 

78.6 

140.8 

16,049 

77.6 

183.3 

19,532 

70.6 

249.5 

26,620 

32 

97.2 

74.4 

7,153 

90.6 

125.2 

14,954 

84.6 

149.8 

17,075 

83.6 

195.3 

20,816 

76.6 

267.5 

28,540 

34 

103.2 

79.6 

7,561 

96.6 

132.4 

15,818 

90.6 

158.8 

18,101 

89.6 

207.3 

22,100 

82.6 

285.5 

30,460 

36 

109.2 

82.8 

7,969 

102.6 

139.6 

16,628 

96.6 

167.8 

19,127 

95.6 

219.3 

23,384 

88.6 

303.5 

32,380 

38 

115.2 

87.0 

8,377 

108.6 

146.8 

17,546 

102.6 

176.8 

20,153 

101.6 

231.3 

24,668 

94.6 

321.5 

34,300 

40 

121.2 

91.2 

8,785 

114.6 

154.0 

18,410 

108.6 

185.8 

21,179 

107.6 

243.3 

25,952 

100.6 

339.5 

36,220 

42 

127.2 

95.4 

9,193 

120.6 

161.2 

19,274 

114.6 

194.8 

22,205 

113.6 

255.3 

27,236 

106.6 

357.5 

38,140 

44 

133.2 

99.6 

9,601 

126.6 

168.4 

20,138 

120.6 

203.8 

23,231 

119.6 

207.3 

28,520 

112.6 

375.5 

40,060 

46 

139.2 

103.8 

10,009 

132.6 

175.6 

21,002 

126.6 

212.8 

24,257 

125.6 

279.3 

29,804 

118.6 

393.5 

41,980 

48 

145.2 

108.0 

10,417 

138.6 

182.8 

21,866 

132.6 

221.8 

25,283 

131.6 

291.3 

31,088 

125.6 

411.5 

43,900 

50 

151.2 

112.8 

10,825 

142.6 

190.0 

22,730 

138.6 

230.8 

26,309 

137.6 

303.3 

32,372 

130.6 

420.3 

45,820 

DIMENSIONS  —  CONCRETE  ARCH  CULVERTS. 


159 


TABLE  76.  —  DIMENSIONS  OF  STANDARD  PLAIN  CONCRETE  ARCH  CULVERTS. 

(Fig.  51.) 


Scan 

A 

Ai 

AJ 

*, 

B 

R 

c 

d 

ct 

ft 

1 

3 

1     6 

1    6 

1 

fi 

1 

fi 

1   fi 

} 

fi 

4    0 

4    0 

4  11 

4  11 

4  11 

4  11 

/    /» 

4 

7!    0 

2    0 

(I 

o 

•>  ii 

•> 

0 

4    9 

4    9    f 

fi 

ft 

fi 

ft 

fi 

ft    fi 

5 

2    6 

2    6 

.7 

• 

fi 

"  fi 

fi 

5    6 

5    6 

, 

1 

B 

ft 

5 

5    5 

6 

8    6 

3    0 

B 

fi 

3 

0 

3  0 

3 

0 

6  10 

6    4 

9    6 

s 

3 

9 

fi 

8    3 

2  10 

1    fi 

0 

1     2 

0    ?, 

8 

11    3 

4    0 

11 

3 

4 

0 

4  I) 

4 

0 

8    3 

8    312    7 

11 

4 

12 

7 

U    -1 

2  10 

1    6 

0 

1    2 

0    2 

10 

14     1 

5    0 

14 

1 

B 

0 

.i  0 

B 

0 

9    8 

10    2 

1. 

II 

14 

fi 

15 

9 

14    6 

2 

0 

1     6 

0 

1     2 

0    2 

12 

Ifi  10 

6    0 

Ifi 

10 

fi 

8 

fi  (I 

fi 

0 

11     2 

12    0 

11 

s   10 

17 

7 

IS 

0 

17    7 

2 

0 

1     fi 

0 

1     2 

0    5? 

14 

19    9 

19    9 

19 

9 

in 

B 

7  0 

7 

0 

12    7 

12    7 

22     1 

22 

1 

22 

1 

21     1 

2  10 

1    6 

0 

1     2 

0    2 

16 

21     8 

21    8 

21 

B 

21 

B 

S  0 

B 

0 

13  11 

13  11 

2,' 

9 

23 

9 

23 

9 

23    f 

2 

0 

1     6 

0    ' 

2 

0    2 

18 

23    7 

23    7 

u 

7 

M 

7 

9  0 

9 

0 

1ft    4 

1ft    4 

2! 

3 

2ft 

3 

2ft 

3 

25    J 

2 

0 

1    6 

0 

1     2 

0    2 

20 

25    6 

25    6 

25 

6 

25 

fi 

0  II 

10  0 

16    8 

16    8 

26  11 

26  11 

26  11 

26  11  2  10 

1    60    4 

1    2 

0    2 

Span. 

<v 

cv 

D. 

Dd. 

Dv 

Ddi. 

E. 

Ei. 

F. 

Fi. 

Ft. 

G. 

H. 

Hi. 

Ht. 

//,. 

#4. 

3 

'     " 

0 

2  0 

2 

0 

2    6 

2    2 

2    0 

2    0 

2 

0 

7 

5 

4    0 

0 

0    8 

0    9 

4 

0 

2  0 

2 

0 

2    9 

2    3 

j 

2     f) 

2 

) 

2 

0 

7 

0 

4    0 

0 

0 

0  10 

5 

0 

2  0 

2 

0 

3    0 

2    6 

j 

2     0 

2 

1 

2 

0 

7 

9 

3    fi 

0 

4 

0  11 

6 

0    2 

0 

2  0 

2 

0 

3  10 

3    6 

2    0 

2 

1', 

3 

0 

0    2 

10 

0 

4    0 

2    0 

0 

1    0 

8 

0    2 

0 

-1 

2 

2  0 

2 

f) 

4    3 

3  10 

j 

2     0 

2 

I'. 

3 

0 

0    3 

12 

1 

ft    0 

2    fi 

6 

1     1 

10 

0    2 

0 

3 

1 

2  0 

2 

0 

4    8 

4    2 

2     0 

2 

i< 

3 

0 

0    3 

14 

2 

fi    0 

3    1 

11 

2 

12 

0    2 

0 

5 

= 

?  0 

2 

n 

ft    2 

4    7 

>     0 

•?. 

3 

3 

0 

0    4 

Ifi 

3 

7    0 

3    8 

2    4 

3 

14 

0    2 

0 

> 

> 

2  f) 

2 

ft 

5    7 

4  11 

2     0 

2 

>:, 

3 

0 

0    4 

IS 

B 

8    0 

4    3 

2    9 

16 

0    2 

0 

2  n 

2 

f> 

ft  11 

ft    3 

2     0 

2 

'• 

3 

0 

0    ft 

19 

fi 

8    0 

4    9 

3    3 

18 

0    2 

0 

•i  d 

1 

B 

6    4 

ft    8 

'     0 

2 

i1. 

3 

0 

0    ft 

'0 

fi 

8    0 

ft    3 

3    9 

20 

0    2 

0 

2  0 

2 

0 

fi  _s 

6    0 

1    0 

2 

>I 

3 

0 

0    6 

21 

7 

8    0 

5  10 

4    2 

Span. 

Hg. 

Hr. 

K. 

Ki.     M. 

Mi. 

N. 

Ni. 

P. 

P.. 

«. 

Ri.     , 

Si. 

T. 

Ti. 

TV 

U 

3 

3    0 

0    8 

4 

0 

4006 

1    6 

f 

... 

0 

9 

2  0 

2    0 

2    91 

n     f 

0    9 

?,    0 

1 

4 

3    0 

1    0 

4 

9 

4906 

3    9 

f 



0 

B 

3  f) 

2    6 

3    4 

_ 

it     f 

0    9 

2    0 

1 

5 

3    0 

1     4 

B 

fi 

5606 

0 

f 



0 

B 

4  0 

3    0 

3  11 

_ 

9     f 

0    9 

2    0 

1    ( 

6 

3    0 

3    0 

5 

10 

5606 

3  10 

f 

6  6 

1 

0 

o  0 

3    0 

4    0 

- 

9     f 

£.2 

2    fi 

1 

8 

3    0 

4    0 

F, 

HI 

i    6   0    6 

0 

( 

12  fi 

1 

0 

7  0 

4    0 

5    1 

_ 

9     t 

2    fi 

1 

10 

3    0 

5    0 

7 

10 

r  6  o  6 

2 

f 

20  fi 

1 

0 

9  0 

5    0 

6    2 

_ 

9      f 

Si-O"* 

2    6 

1    ( 

12 

3    0 

6    0 

8 

10 

8606 

i    3 

( 

30  fi 

1 

0 

1  0 

6    0 

7    3 

- 

9     f 

.S-^o" 

2    6 

1 

14 

3    0 

7    0 

9 

10 

< 

l  lOi  0    6 

3 

f 

42  fi 

1 

0 

3  0 

7    0 

8    5 

_ 

9     f 

^00 

2    fi 

1 

16 

3    0 

S     0 

10 

10- 

10  10 

0    6 

4 

f 

56  6 

1 

0 

.5  0 

8    0 

9    6 

- 

II     f 

Jo'~ 

2    6 

1    0 

18 

3    0 

9    0 

11 

10; 

I 

10 

0    6 

4 

f 

72  6 

1 

f) 

7  f) 

9    0 

10    6 

-1 

II     f 

*J^"" 

2    6 

1     0 

20 

3    0 

10    0 

12 

12^ 

12  10 

0    6 

i    4 

6 

90  6 

1 

0 

9  0 

10    0 

11    7 

-1 

Ii     t 

^  a 

2    fill    0 

Wd,. 

**• 

Area 

Span. 

W. 

Wd.  Wi. 

JFrfi. 

ir.. 

Wd2. 

wt. 

Wdj.    WA. 

\Yd; 

j, 

wt. 

Wj.   Wdj.  of  dis- 

ch'rge 

• 

'   "   '     "Sq.ft. 

3 

2    0 

\    02    0 

2      0 

?, 

5    2    6 

2    fi 

2661 

:?  1f 

)    fi 

1 

fi 

1 

6 

1    r 

1 

0     13.3 

4 

2    0 

\    02    0 

2      0 

1 

)    2    92    9 

2966 

2  K 

)    fi 

f 

fi 

r 

6 

i   fi 

fi 

....       0      18.7 

5 

2    0 

!    02    0 

2      0 

B 

)    3    0 

3    ( 

3065 

2  H 

)    fi 

1 

fi 

1 

6 

i    * 

.i 

0     22.1 

6 

2    6 

'    62    6 

2      6 

2  1 

)    2  10 

3    4 

3430 

3    ( 

)    8 

f 

S 

f 

8 

5    x 

fi 

1  5 

0     39.8 

8 

2    6 

>    62    6 

2      6 

3 

3    0 

4    5 

4330 

3    i 

)  10 

5 

10 

't 

10 

7  If 

7 

I  ft 

«•       0     67.5 

10 

2    6 

\    62    6 

2      6 

3 

2    3    2 

ft    ? 

5230 

3    f 

1  12 

s 

12 

1 

12 

312 

8 

1 

<        0    102.3 

12 

2  10 

MO  2  10 

2    10 

3 

J    3    36    0 

6030 

3     f 

)  14 

( 

14 

i 

14 

914    9 

1  ft 

<        5*144.2 

14 

2  10 

MO  2  10 

2    10 

3 

3    3 

7    ( 

7030 

3     f 

)1fi 

11 

Ifi 

11 

16  1 

1  U 

11 

1  .i 

5J  193.3 

16 

2  10 

MO  2  10 

2    10 

3 

1    3*    4|7    5 

7530 

3     f 

IS 

( 

IS 

( 

18 

)18    0 

.5 

5*233.5 

18 

2  10 

MO  2  10 

2    10 

1 

3    4 

7  1C 

7  10    3  0 

3     ( 

19 

( 

19 

( 

19 

T  lf 

0 

1  ft 

5*  276.9 

20 

2  10 

MO  2  10 

2    10 

3 

1    3    4 

8    4 

8430 

3     ( 

20 

1 

20 

1 

20 

120    1 

1   .5 

i       5*  323.4 

160 


QUANTITIES  —  CONCRETE  ARCH  CULVERTS. 


QUANTITIES  —  CONCRETE  ARCH  CULVERTS. 


161 


TABLE  77.  — PLAIN  CONCRETE  ARCH  CULVERTS,  ERIE  RAILROAD.     (Fig.  51.) 
APPROXIMATE  QUANTITIES  PER  LINEAL  FOOT  INCLUDING  PORTALS  AND  CURTAIN  WALLS. 


Span. 

8ft. 

10ft. 

12ft. 

14ft. 

16ft. 

18ft. 

20ft. 

Barrel  per  lin.  ft  cu!  yd. 
Paving  in  bbl.  per  lin.  ft  cu.  yd. 
Paving  between  wing  walls  cu.  yd. 

2.784 
0.26 
12.7 

3.703 
0.333 
20.38 

4.792 
0.408 
29.23 

5.998 
0.482 
54.68 

6.703 
0.556 
65.11 

7.598 
0.63 
76  29 

8.087 
0.704 
88  86 

Curtain  walls  1  ft.  deep                       cu.  yd. 

2  0 

2  63 

3  037 

5  48 

6  00 

6  7 

7  3 

2  portals  (w.  walls  and  parapets)  .  .  .  .cu.  yd. 

48.2 

74.5 

105.2 

158.3 

186.7 

212.0 

242.6 

TABLE  78.  — PLAIN  CONCRETE  ARCH  CULVERTS,  ERIE  RAILROAD. 

QUANTITIES  FOR  PLAIN  CONCRETE  ARCH  CULVERTS,  UNDER  FILLS  or  14  FT.  TO  16  FT.  IN 
HEIGHT,  AND  SPANS  8  TO  20  FT. 


Till 

8ft. 

10ft. 

12ft. 

14ft. 

16ft. 

18ft. 

20ft. 

17*11 

rill 
in 

feet. 

Length, 
culvert. 

It 

Length, 
culvert. 

1} 

Length, 
culvert. 

§ 

Length, 
culvert. 

ft 

If 

®  3 
M  V 

21 

Length, 
culvert. 

# 

^g 

Length, 
culvert. 

f. 

rill 
in 

feet. 

14 

31.5 

158.8 

14 

16 

37.5 

177.1 

29.7 

217.4 

16 

18 

43.5 

195.3 

35.7 

241.6 

31.0 

298.7 

18 

20 

49.5 

213.6 

41.7 

265.8 

37.0 

329.9 

30.5 

416.1 

20 

21 

52.5 

222.8 

44.7 

277.9 

40.0 

345.5 

33.5 

435.6 

30.3 

477.7 

21 

22 

55.5 

231.8 

47.7 

290.0 

43.0 

361.1 

36.5 

455.0 

33.3 

499.5 

30.3 

544.3 

22 

23 

58.5 

241.0 

50.7 

302.1 

46.0 

376.7 

39.5 

474.5 

36.3 

521.3 

33.3 

569.0 

30.0 

602.2 

23 

24 

61.5 

259.3 

53.7 

314.3 

49.0 

392.3 

42.5 

494.0 

39.3 

543.1 

36.3 

593.7 

33.0 

628.6 

24 

26 

67.5 

268.4 

59.7 

338.5 

55.0 

423.5 

48.5 

532.8 

45.3 

586.6 

42.3 

643.1 

39.0 

681.3 

26 

28 

73.5 

286.6 

65.7 

362.7 

61.0 

454.7 

54.5 

571.7 

51.3 

630.2 

48.3 

692.4 

45.0 

734.0 

28 

30 

79.5 

304.9 

71.7 

386.9 

67.0 

485.9 

60.5 

610.6 

57.3 

673.8 

54.3 

741.8 

51.0 

786.7 

30 

32 

85.5 

323.1 

77.7 

411.1 

73.0 

517.1 

66.5 

649.5 

63.3 

717.3 

60.3 

791.2 

57.0 

839.9 

32 

34 

91.5 

341.5 

83.7 

435.3 

79.0 

558.3 

72.5 

688.4 

69.3 

760.9 

66.3 

840.6 

63.0 

892.1 

34 

36 

97.5 

359.7 

89.7 

459.6 

85.0 

579.5 

78.5 

727.1 

75.3 

804.5 

72.3 

899.9 

69.0 

945.8 

36 

38 

103.5 

377.9 

95.7 

483.8 

91.0 

610.7 

84.5 

766.0 

81.3 

848.0 

78.3 

939.2 

75.0 

997.5 

38 

40 

109.5 

396.2 

101.7 

520.1 

97.0 

641.0 

90.5 

804.9 

87.3 

891.5 

84.3 

998.6 

81.0 

1050.1 

40 

42 

115.5 

414.5 

107.7 

532.2 

103.0 

673.1 

96.5 

843.8 

93.3 

935.0 

90.3 

1038.0 

87.0 

1103.9 

42 

44 

121.5 

432.8 

113.7 

556.4 

109.0 

704.3 

102.5 

882.7 

99.3 

978.6 

96.3 

1097.4 

93.0 

1155.6 

44 

46 

127.5 

451.1 

119.7 

580.6 

115.0 

735.5 

108.5 

921.6 

105.3 

1022.2 

102.3 

1146.7 

99.0 

1208.2 

46 

48 

133.5 

469.3 

125.7 

604.9 

121.0 

766.7 

114.5 

960.5 

111.3 

1065.7 

108.3 

1186.1 

105.0 

1260.9 

48 

50 

139.5 

487.6 

131.7 

629.1 

127.0 

797.9 

120.5 

999.4 

117.3 

1119.3 

114.3 

1245.5 

111.0 

1313.6 

50 

52 

145.5 

505.8 

137.7 

653.3 

133.0 

829.1 

126.5 

1038.3 

123.3 

1152.8 

120.3 

1284.8 

117.0 

1466.3 

52 

54 

151.5 

524.1 

143.7 

>""  5 

139.0 

860.3 

132.5 

1077.2 

129.3 

1196.4 

126.3 

1334.2 

123.0 

1419.0 

54 

56 

157.5 

542.4 

149.7 

701.7 

145.0 

891.5 

138.5 

1115.9 

135.3 

1240.0 

132.3 

1383.5 

129.0 

1471.7 

56 

58 

163.5 

560.6 

155.7 

726.0 

151.0 

922.7 

144.5 

1154.8 

141.3 

1283.5 

138.3 

1432.9 

135.0 

1524.3 

58 

60 

169.5 

579.9 

161.7 

750.2 

157.0 

953.9 

150.5 

1193.7 

147.3 

1327.1 

144.3 

1482.3 

141.0 

1577.1 

60 

162 


CONCRETE  ARCH  CULVERTS. 


Concrete  Arch  Culverts.  (Fig.  52.)  — Mixture:  One  cement, 
3  sand  and  5  broken  stone.  Excavating,  laying,  and  refilling 
extra.  See  Table  79. 

Settlement.  —  In  places  where  settlement  is  likely  to  occur 
build  in  8  or  10-foot  lengths,  separated  with  a  heavy  layer  of 
tarred  felt.  Joints  to  be  vertical  and  the  width  of  base  increased. 

No  filling  to  be  done  before  concrete  has  thoroughly  set,  the 
minimum  time  allowed  being  two  weeks. 

Material  up  to  this  line  included 
i  in  quantities  for  End  Walls 


Fig.  52.    Concrete  Arch  Culvert. 
Concrete  Arch  Culverts. 

TABLE  79.  —  APPROXIMATE  COST  AND  QUANTITIES. 


Dimensions. 

Span. 

Ht. 

L'gth 
of 
barrel 

Concrete  (cu. 
yds.). 

Paving 
stones. 

Rip- 
rap. 

|« 

£ 

00 

ll 

«, 

4 

s 

-3 

III 

J. 

7. 

H. 

G. 

F. 

E. 

D. 

c. 

B. 

A. 

a 

1 

z^-2 

•+J  O 

& 

3 

fc 

4* 

II  5 

& 

w 

£8 

3* 

& 

«* 

U 

^ 

' 

/   // 

i  n 

i    n 

' 

i  n 

" 

' 

' 

$ 

$ 

IT 

$ 

6 

1  6 

42| 

2  3^ 

8 

3    21 

6 

4 

15 

50 

0.5 

18 

43 

430 

9 

13.50 

4 

12 

456 

20 

64 

0.5 

18 

50 

500 

9 

13.50 

4 

12 

526 

30 

94 

0.5 

18 

65 

650 

9 

13.50 

4 

12 

676 

40 

124 

0.5 

18 

80 

800 

9 

13.50 

4 

12 

826 

50 

154 

0.5 

18 

95 

950 

9 

13.50 

4 

12 

976 

8 

1  9i 

52| 

2  10 

9 

4    Of 

8 

5 

15 

46 

0.8 

27 

64 

640 

14 

21.00 

6 

18 

680 

20 

61 

0.8 

27 

76 

760 

14 

21.00 

6 

18 

800 

30 

91 

0.8 

27 

100 

1000 

14 

21.00 

6 

18 

1040 

40 

121 

0.8 

27 

124 

1240 

14 

21.00 

6 

18 

1280 

50 

151 

0.8 

27 

148 

1480 

14 

21.00 

6 

18 

1520 

8 

2  0 

62i 

3    4f 

10 

4  lOf 

9. 

6 

15 

43 

.0 

40 

83 

830 

20 

30.00 

8 

24 

884 

20 

58 

.0 

40 

98 

980 

20 

30.00 

8 

24 

1034 

30 

88 

.0 

40 

128 

1280 

20 

30.00 

8 

24 

1334 

40 

118 

.0 

40 

158 

1580 

20 

30.00 

8 

24 

1634 

50 

148 

.0 

40 

188 

1880 

20 

30.00 

8 

24 

1934 

8 

2  2 

7H 

3  Hi 

11 

5    71 

Ill 

7 

15 

40 

.25 

54 

104 

1040 

26 

39.00 

10 

30 

1110 

20 

55 

.25 

54 

123 

1230 

26 

39.00 

10 

30 

1300 

30 

85 

.25 

54 

161 

1610 

26 

39.00 

10 

30 

1680 

40 

115 

1.25 

54 

199 

1990 

26 

39.00 

10 

30 

2060 

50 

145 

1.25 

54 

237 

2370 

26 

39.00 

10 

30 

2440 

ELEVATED  STRUCTURES.  163 


CHAPTER   VII. 
ELEVATED   STRUCTURES. 

Open  Viaducts.  —  Where  extensive  track  elevation  has  taken 
place  in  some  of  the  larger  cities,  it  has  been  found  necessary  to 
carry  the  tracks  over  and  alongside  the  street  on  elevated  via- 
ducts arranged  so  as  to  leave  the  street  underneath  as  free  as 
possible  for  vehicle  and  street  traffic. 

A  structure  of  this  kind,  designed  in  connection  with  the  grade 
crossing  removal  on  the  Phila.  &  Reading  R.  R.  in  Philadelphia 
for  four  tracks  to  be  carried  on  a  steel  viaduct  from  Brown  Street 
to  Jefferson  Street,  is  shown  on  page  156. 

The  viaduct  consists  of  eight  lines  of  longitudinal  girders, 
spaced  generally  50  feet  in  length,  has  a  solid  steel  waterproof 
floor  and  is  supported  on  three  column  bents,  two  columns  on 
the  curb  line  and  one  in  the  center  of  the  street,  resting  on  con- 
crete and  steel,  pier  foundations. 

A  structure  of  this  kind  is  very  costly  on  account  of  the  long 
spans  employed  and  the  extra  wide  clearance  room  that  has 
usually  to  be  provided.  The  other  structures  illustrated  are  for 
conditions  very  much  modified,  and  the  following  unit  prices 
adopted  for  estimating  purposes  may  be  considered  very  fair 
average  prices  for  work  of  this  character. 

Excavation,  per  cu.  yd $1.00      Drainage,  per  lin.  ft $1.00 

Backfill          "        "      0.50  Steel  (structural),  per  Ib. ...       0.04£ 

Concrete,  plain       "       8.00  "     (reinforcement),  per  Ib.       0.03 

reinforced,  cu.  yd.  10.00  Waterproofing  (fl.  slabs),  sq. 

floor  slabs,  cu.  yd.  12.00          yd 1.80 

Piles,  per  lin.  ft.  (wood) 0 . 40  Ballast,  per  cu.  yd.  (stone) . .       1 . 25 

"       "        "       (concrete)..  1.30       Handrail,  per  lin.  ft 1.50 

Supervision  (about) 10% 


164 


COST  OF  STEEL  VIADUCT. 


TROUGH   FLOOR  CONSTRUCTION 
ON   STEEL  VIADUCT 


-58  '0- 


TYPICAL  SECTION  OF  STEEL  VIADUCT 


TABLE  80. —  FOUR  TRACK  STEEL  VIADUCT   (Steel  and  Concrete  Floor). 
APPROXIMATE  ESTIMATE  OF  COST  PER  LINEAL  FOOT  OF  VIADUCT. 


Excavation  
Back  fill 

5  cu.  yds. 
2  cu.  yds. 

$1.00 
0.50 

$5.00 
1.00 

lj  cu.  yds. 

8.00 

10.00 

Concrete,  floor. 

2  cu.  yds. 

10.00 

20.00 

Drainage  
Steel,  structural  
Steel  footing  beams  

Per  lin.  ft. 
7500  Ibs. 
350  Ibs. 

1.00 
0.04J 
0.03 

1.00 
337.50 
10.50 

Waterproofing  flpor 

7  sq.  yds. 

1.80 

12.60 

Ballast  (stone). 

2  cu.  yds. 

1.25 

2.50 

Handrailing  
Supervision  

2  lin.  ft. 

1.50 

3.00 
40.90 

$444.00 

Ties,  rails  and  fastenings,  street  repairs,  etc.,  that  are  common  to  any  scheme  are  not  included 
in  the  above  estimate. 


STEEL  VIADUCTS  —  CONCRETE  AND  WOOD   FLOOR.    165 

FOUR  TRACK  VIADUCT  CONCRETE  SLAB  FLOOR 


>,  IJ  [;  1'  [J      Typical  Section,  Steel  Viaduct,  Concrete  Floor,  Section  "A" 

FOUR  TRACK  VIADUCT  STEEL  OPEN  TIE  FLOOR 


Typical  Section,  Steel  Viaduct,  Wood  Floor,  Section  "  B  ". 


TABLE  81.  —  APPROXIMATE  ESTIMATE  OF  COST  PER  LINEAL  FOOT  OF 

VIADUCT. 


Items. 

Section  "  1 

fl 

k.,"  cone 
oor. 

rete 

Section  "  B 

"  wood 

floor. 

Excavation  

4  cu.  yds. 

$1  00 

$4  00 

4  cu.  yds. 

SI.  00 

$4.00 

Back  fill  

2  cu.  yds. 

0  50 

1.00 

2  cu.  yds. 

0.50 

1.00 

Concrete,  plain  footings 

2^  cu  yds 

8  00 

20  00 

2J  cu  yds. 

8  00 

20  00 

Concrete,  reinforced  (fl.  slabs)  
Piles  (wood)  
Drainage  
Steel  (structural)  

2J  cu.  yds. 
50  1.  ft. 
Per  lin  ft. 
4500  Ibs. 

12.00 
0.40 

0  04$ 

30.00 
20.00 
1.00 
202  50 

Nil. 
35  1.  ft. 
Per  lin  ft. 
3800  Ibs. 

Nil. 
0.40 

0.04i 

Nil. 
14.00 
1.00 
171.00 

Steel  reinforcement 

600  Ibs 

0  03 

18  00 

Nil 

Nil. 

Nil. 

Wood  floor  
Waterproofing  (fl.  slabs)  
Ballast  (stone)  
Handrailing  

2  trk.  ties 
7  sq.  yds. 
2i  cu.  yds. 
2  lin.  ft. 

1.80 
1.25 
'    1  50 

1.00 
12.60 
3.12 
3  00 

4  lin.  ft. 
Nil. 
Nil. 
2  lin.  ft. 

7.00 
Nil. 
Nil. 
1.50 

28.00 
Nil. 
Nil. 
3.00 

Supervision  

10%  (about) 

31.78 

10%  (about) 

24.00 

Total  cost  per  lin.  ft.  of  viaduct  

$348  00 

$266.00 

Rails  and  fastenings  common  to  any  scheme  are  not  included  in  the  above  estimates. 


166 


REINFORCED  CONCRETE  VIADUCT. 

FOUR   TRACK   VIADUCT 


Rock 

[A"  —  Typical  Section,  Reinforced  Concrete  (30-Ft.  Spans). 

c tg-V 4* 8-'0---*-| 


ftfti3  *  ft  ttteS 

M  !!  ![ 


«B"  —  Typical  Section,  Reinforced  Concrete  (20-Ft.  Spans). 

TABLE  82.  —  FOUR  TRACK  REINFORCED  CONCRETE  VIADUCT. 
APPROXIMATE  ESTIMATE  OF  COST  PER  LINEAL  FOOT  OF  VIADUCT. 


Items. 

Section  "A,"  30-ft.  spans. 

Section  "  B,"  20-ft.  spans. 

Excavation  
Back  fill 

4  cu.  yds. 
2  cu.  yds. 
2£  cu.  yds. 
5J  cu.  yds. 
2 
50  lin.  ft. 
Per  lin.  ft. 
1100  Ibs. 
7  sq.  yds. 
2J  cu.  yds. 
2  lin.  ft. 
10%  (about) 

$1.00 
0.50 
8.00 
10.00 
0.50 
0.40 

0.03 

1.80 
1.25 
1.50 

$4.00 
1.00 
20.00 
55.00 
1.00 
20.00 
1.00 
33.00 
12.60 
3.12 
3.00 
15.28 

4  cu.  yds. 
2  cu.  yds. 
2J  cu.  yds. 
5  cu.  yds. 
2 
55  lin.  ft. 
Per  lin.  ft. 
1000  Ibs. 
7  sq.  yds. 
2$  cu.  yds. 
2  lin.  ft. 
10%  (about) 

$1.00 
0.50 
8.00 
10.00 
0.50 
0.40 

0.03 

1.80 
1.25 
1.50 

$4.00 
1.00 
22.00 
50.00 
1.00 
22.00 
1.00 
30.00 
12.60 
3.12 
3.00 
14.28 

Concrete,  plain 

Concrete  reinforced 

Track  ties. 

Piles  (wood)  

Drainage  
Steel  reinforcement  

Waterproofing  (fl  slabs) 

Ballast  (stone)                  

Handrailing  
Supervision  

Total  cost  per  lineal  foot  of  viaduct  . 

$169.00 

$164.00 

VIADUCTS  WITH  RETAINING  WALLS  AND  FILL.        167 

VIADUCTS  WITH  RETAINING  WALLS  AND  FILL,  CARRYING 

TRACKS. 

In  track  elevation  work  through  cities  it  is  often  necessary  to 
provide  viaducts  of  some  kind  to  carry  the  elevated  tracks  be- 
tween streets;  a  very  common  type  consists  of  a  fill  supported 
by  retaining  walls.  In  general  the  railway  traffic  has  to  be 
carried  during  construction  and  some  means  of  taking  care  of  it 
has  to  be  made  before  the  work  is  started,  and  usually  an  elevated 
temporary  trestle  carrying  one  or  two  tracks  is  provided  for  the 
purpose.  In  the  grade  crossing  removal  on  the  Phila.  &  Reading 
R.  R.  in  Philadelphia  between  Green  Street  and  Broad  Street,  a 
structure  of  this  kind  was  built  with  four  tracks  supported  on  a 
solid  fill  and  masonry  retaining  walls.  The  traffic  was  carried 
during  construction  on  a  two  track  temporary  trestle  as  shown 
on  page  168. 

At  street  crossings  pile  trestles  are  usually  built  to  carry  the 
traffic,  whilst  the  excavation  is  being  made  for  the  subways. 
When  the  work  is  large  enough  track  stringers  and  ties  can  be 
used  repeatedly  at  several  crossings,  and  in  the  case  of  fills  a 
credit  of  20  to  25  per  cent  may  be  obtained  for  the  timber  re- 
moved provided  it  is  in  serviceable  condition  after  the  construc- 
tion gangs  are  through  with  it. 

Cost  of  Filled  Viaducts  with  Retaining  Walls.  —  The  cost  of 
this  class  of  work  will  vary  with  conditions,  for  example  at  Hous- 
ton the  fill  or  embankment  was  taken  at  $1.00  per  cubic  yard  in 
place  under  track,  but  in  the  extension  work  at  Chicago  the  price 
of  50  cents  was  generally  used  on  account  o»  the  proximity  of 
sand  available  from  along  the  south  shore  of  Lake  Michigan.  At 
other  favorable  locations  it  may  be  as  low  as  25  cents  per  cubic 
yard. 

The  following  figures,  therefore,  which  are  fair  average  prices 
for  work  of  this  character  have  been  used  for  estimating  the 
various  designs. 

Excavation,  per  cu.  yd ....  $1 .00  Drainage,  lin.  ft $1 .00 

Backfill         "        "       0.50  Steel  reinforcement,  per  Ib. .,  0.03 

Concrete,  plain,      "       8.00  Waterproofing  walls,  sq.  yd. .  0.25 

Concrete,  reinforced,  cu.  yd.  10 . 00  Fill,  per  cu.  yd 0 . 40 

Piles  (wood),  lin.  ft 0 . 40  Supervision (about)  10% 


168      COST  OF  VIADUCT  — FILL  AND   RETAINING  WALLS. 


FOUR  TRACK  VIADUCT  MASONRY  WALLS  AND   FILL 


TYPICAL  SECTION  OF  MASONRY 
CONSTRUCTION, 


TYPICA€  SECTION  OF  TEMPORARY  TRESTLE 

DURING   CONSTRUCTION. 


xABLE  83.  —  APPROXIMATE  COST  OF  FOUR  TRACK  VIADUCT  WITH  FILL 
AND  GRAVITY   RETAINING  WALLS. 


Excavation  

$1  00 

$3  50 

Backfill  

1.5  cu.  yds 

0  50 

0  75 

Masonry,  plain 

8  00 

130  00 

Stone  backing  . 

1  00 

2  50 

Drainage  

1  00 

Waterproofing  walls  

0  25 

1  00 

Fill  

0  40 

15  20 

Supervision  

15.05 

Total  cost  per  lineal  foot  of  viaduct 

$169  00 

-13' 0^- 


FOUR  TRACK  VIADUCT— RETAINING  WALLS  I     |J 

AND  FILL.  y         ^      V 

"A  "—Typical  Section,  Reinforced  Walls. 


-55  0- 
-13  0-^ 


B"— Typical  Section,  Semi- 
Gravity  Walls. 


-  •  .       . '  "••'• 


TABLE  84.  —  APPROXIMATE  ESTIMATE  OF  COST  PER  LINEAL  FOOT. 


Items. 

Section  A  (22  ft.  6  in.  high), 
reinforced  wall. 

Section  B  (22  ft.  6  in.  high), 
semi-gravity  wall. 

Excavation  
Backfill  
Piles  (wood)  

6  cu.  yds. 
3  cu.  yds. 
60  lin.  ft. 
Per  lin.  ft. 
1.5  cu.  yds. 
5  cu.  yds. 
350  Ibs. 
6  sq.  yds. 
40  cu.  yds. 
10%  (about) 

$1.00 
0.50 
0.40 
1.00 
8.00 
10.00 
0  03 
0.25 
0.40 

$6.00 
1.50 
24.00 
1.00 
12.00 
50.00 
10.50 
1.50 
16.00 
12.50 

6  cu.  yds. 
3  cu.  yds. 
60  lin.  ft. 
Per  lin.  ft. 
7.6cu.  yds. 
Nil. 
500  Ibs. 
6  sq.  yds. 
38  cu.  yds. 
10%  (about) 

$1.00 
0.50 
0.40 
1.00 
8.00 
Nil. 
0.03 
0.25 
0.40 

$6.00 
1.50 
24.00 
1.00 
60.80 
Nil. 
15.00 
1.50 
15.20 
12.00 

Concrete  (plain) 

Concrete  (reinforced) 

Steel  reinforcement 

Waterproofing  walls 

Fill  
Supervision  
Total  cost  per  lineal  foot  of  viaduct  . 

$135.00 

$137.00 

Ties,  ballast,  rail  and  fastenings,  or  hand  rail,  common  to  all  schemed  are  not  included.     (169) 


170      COST  OF  VIADUCT  — FILL  AND  RETAINING  WALLS. 


CELLULAR  RETAINING  WALL,   MILWAUKEE  TRACK  ELEVATION. 
TWO  TRACK  VIADUCT,   RETAINING  WALLS  AND   FILL. 


"*                                 .Tie  Wall 

r 

"1 

i 
i 

1 

5 

u 

-•- 

^< 

4 

1 
1 
1 

Strut) 
! 

I 

/:'"-:-  ^ 

—   _  __ 

5 

*< 

'    % 

.-L  

Tie  Wall 
PUN                                      j 

Typical  Cellular  Construction. 

TABLE  85.  —  APPROXIMATE  ESTIMATE  OF  COST,  TWO  TRACK  VIADUCT 
WITH  RETAINING  WALLS  AND  FILL. 


Items. 

Quantities. 

Section  (14  ft. 
6  in.  high), 
two  tracks. 

Excavation  

4  cu.  yds. 
2  cu.  yds. 
Per  lin.  foot 
4j  cu.  yds. 
3  sq.  yds. 
9  cu.  yds. 
10%  (about) 

$1.00 
0.50 

$  4.00 
1.00 
1.00 
36.00 
0.75 
3.60 
4.65 

Back  fill 

Drainage  .  .       .     . 

Concrete,  plain  

8.00 
0.25 
0.40 

Waterproofing  

Fill 

Supervision  

Total  cost  per  lineal  foot  of  viaduct  

$51.00 

Ties,  ballast,  rail  and  fastenings  common  to  any  scheme  not  included  in  above  estimate. 


WOOD  TEES. 


171 


CHAPTER  VIII. 
TIES. 

Wood  Ties  (Untreated).  — The  ties  supporting  the  rails  for 
ordinary  track  work  are  usually  of  wood,  although  steel  ties 
have  been  used  to  some  extent  and  experimental  ties  of  concrete 
and  steel  and  other  combinations  are  being  tried  out. 

The  ordinary  wood  track  tie  in  general  use  varies  from  6"  to 
1"  in  thickness,  6"  to  12"  in  width  and  8'  0"  to  9'  0"  in  length, 
and  are  either  sawn  square  or  hewed,  preferably  from  ties  cut  in 
the  winter  months  when  the  sap  is  down.  When  the  timbers 
used  are  known  to  be  short  lived,  they  should  be  treated  chemi- 
cally to  prolong  their  life.  The  bark  should  be  entirely  removed 
before  placing  in  the  track. 

The  A.  R.  E.  A.  recommended  dimensions  for  track  ties  and 
the  woods  that  may  be  used  for  tie  timbers  with  and  without 
treatment,  are  given  below: 

TABLE  86.  — TIE  DIMENSIONS. 


Class. 

Thickness  bv  width  of  face 
(Inches). 

Length. 

Squared. 

Pole  (flatted). 

Feet. 

Feet. 

Feet. 

A.  . 

7X  10 
7X9 
7X8 
6X9 
6X8 

7X8 
7X7 
7X6 
6X7 
6X6 

8 
8 
8 
8 
8 

8- 
8- 
8 
8 
8 

9 
9 

9 
9 
9 

B 

c 

D 

E 

Woods  to  be  used  untreated :  white  oak  family,  longleaf  strict 
heart  yellow  pine,  red  cypress,  redwood,  white  cedar,  chestnut, 
catalpa,  locust,  except  honey  locust. 

Woods  to  be  treated :  red  oak  family,  beech,  birch,  elm,  maple, 
gum,  all  pines,  except  longleaf  strict  heart  yellow  pine,  Douglas 
fir,  spruce,  hemlock,  tamarack,  yellow  and  white  cypress. 

Switch  Ties.  —  Switch  ties  are  usually  specially  dimensioned 
and  of  variable  lengths.  Square  sawed  switch  ties  are  usually 
1"  in  thickness  and  9"  in  width.  When  pole  or  flatted  ties  are  used, 
they  should  be  not  less  than  1"  thick  and  7"  in  width  of  face. 


172 


SIZE  OF  TIES. 


TABLE  87.  —  SIZE  OF  TIES  AND  NUMBER  USED  PER  MILE  ON  VARIOUS 

RAILWAYS. 

(Am.  Ry.  Eng.  Assoc.) 


Railroad. 

Size  of  tie. 

No.  per 
mile. 

Railroad. 

Size  of 
tie. 

No.  per 
mile. 

Southern 

In.          Ft. 
7  X  7  X  8£  &  9 

2880 

C.  R.  I.  &  P. 

Ft.    In 

6  X8  X  S 

3200 

Pennsylvania  
L  &  N 

7  X  7  X  8J  &  9 
7  X  7  X  85  &  9 

2880 
2880 

St.  L.  &S.  F  
Grand  Trunk     .  .    . 

6X8X8 
6X8X8 

3200 
3200 

B  &O. 

7  X  7  X  8i  &  9 

2880 

M.  K.  &T  

6X8X8 

3200 

N.  &W  
P  &  R 

7  X  7  X  8*  &  9 
7  X  7  X  8k  &  9 

2880 
2880 

Col.  &  Son  
Maine  Central 

6X8X8 
6X8X8 

3200 
3200 

Penn   (S  W  Sys  ) 

7  X  7  X  8^  &  9 

2880 

C.  &  E.  I. 

6X8X8 

3200 

Lehigh  Valley  

7  X  7  X  8£  &  9 

2880 

C.  I.  &L  

6X8X8 

3200 

N.  C.  &  St.  L. 

7  X  7  X  8|  &  9 

2880 

El  P.  &  S.  W. 

6X8X8 

3200 

D.  &H.  Co.. 

7  X  7  X  8|  &  9 

2880 

St.  L.  B.  &M  

6X8X8 

3200 

A.  B.  &A  
Cent,  of  N.J  
B.  R.  &P  
C.  C.&O  
A.  C.  L. 

7  X  7  X  8£  &  9 
7  X  7  X  8J  &  9 
7  X  7  X  8|  &  9 
7  X  7  X  8£  &  9 
7  X  7  X  8J  &  9 

2880 
2880 
2880 
2880 
2816 

F.  W.&D.C  
C.&N.W  
C.  M.  &P.  S  
C.  M.  &St.  P  
C.  I.  &  S. 

6X8X8 
6X8X8 
6X8X8 

6X8X8 
6X8X8 

3080 
3000 
3000 
3000 
3000 

Penn.  (N.  W.  Sys.) 

7  X  7  X  8|  &  9 

2816 

St.  L.  &  S.  W. 

6X8X8 

2992 

D.L.&W  
Fla.E.  Coast  
C.  C.  C.  &St.  L  
Hocking  Valley  

7  X  7  X  8J  &  9 
7  X  7  X  8£  &  9 
7  X  7  X  Sk  &  9 
7  X  7  X  8£  &  9 

2816 
2816 
3300 
3050 

M.  &St.  L  
S.  A.  &A.  P  
Rutland  
Mo.  &  N.  Ark  

6X8X8 
6X8X8 
6X8X8 
6X8X8 

2992 
2992 
2992 
2992 

L.  S.  &  M.  S. 

7  X  7  X  8£  &  9 

3040 

S.  Fe.,  P.  &  P. 

6X8X8 

2900 

Erie  
Long  Island  
S.  Pacific  

7  X  7  X  8|  &  9 
7  X  7  X  8J  &  9 
7X9X8 

2720 
2720 

2880 

L.E.  &W  
G.  R.&I  
W.  &L.  E  

6X8X8 
6X8X8 
6X8X8 

2880 
2880 
2880 

U.  Pacific 

7X9X8 

2880 

N  W  Pac 

6X8X8 

2880 

S.  A.  L.  . 

7X9X8 

2880 

Mo  Pac 

6X8X8 

2816 

N.  Y.  N.  H.  &H  
C.  of  Ga  

7X9X8 
7X9X8 

2880 
2880 

B.  &M  
K.  C.  M.  &O  

6X8X8 
6X8X8 

2816 
2816 

G.  H.  &S.A  
Georgia 

7X9X8 
7X9X8 

2880 
2880 

Tarn.  Cent  
C  G  W 

6X8X8 
6X8X8 

2816 

2880 

M.  &O.  ... 

7X9X8 

3164 

C  H  &  D 

6X8X8 

3168 

Northern  &  Southern 

7X9X8 

2816 

M  C 

6X8X8 

3564 

N.Y.C.&H.  R  
Great  Northern  
S.  P.  L.  A.  &  S.  L. 

7X9X8 
7X8X8 
7X8X8 

3200 
2880 
2880 

Ban.  &  Aros  
N.  Y.  0.  &W  
M  J  &  K  C 

6X6X8 
6X9X8 
7X9X9 

2880 
3120 
3168 

Nor.  Pacific  

7X8X8 

2900 

C  St  P.  M  &  O  

7X7X8 

2816 

D.&R.  G  

7X8X8 

3200 

D.  S.  S.  &  A  

7X7X8 

2730 

C.  B.  &  Q. 

6X8X8 

3200 

KIND  OF  TIES. 


173 


The  kind  of  timbers  in  use  and  their  average  life  and  cost  are 
estimated  as  follows:  — 

TABLE  88. -KIND  OF  TIES.    ESTIMATED  LIFE  AND  COST. 


Timbers  usually  not  treated. 

Estimated 
average. 

Timbers  usually  treated. 

Estimated 
average. 

Life, 

years. 

Cost, 
cents. 

Life, 
years. 

Cost, 
cents. 

Oak  (white  family)  
Pine  (long  leaf)  

9 
8 
10 
10 
11 
7 
12 

75 
60 
55 
70 
75 
60 
70 

Oak  (red  family).  .  .  . 
Pine  (western)  
Fir  (Douglas)  

5 
5 
6 
4 
4 
5 
4 
4 
6 
5 

60 

55 
55 
50 
60 
50 
60 
60 
55 
50 

Cypress  (exc.  w.  cypress) 
Redwood  . 

Beech 

Cedar  

Gum. 

Chestnut  

Tamarack  
Maple  

Locust  (exc.  honey  loc.). 

Birch  

Spruce 

Hemlock 

It  is  stated  the  railroads  in  the  United  States  spend  annually 
about  $55,000,000  for  renewing  ties;  this  figure  does  not  include 
labor  in  distributing,  or  placing  the  ties  in  the  track  and  disposing 
of  the  old  ones,  and  forms  about  fifteen  per  cent  of  the  total  cost 
of  maintenance  and  three  per  cent  of  all  operating  expenses. 

Carloads  of  ties  are  usually  handled  in  regular  trains  to  nearest 
point  where  needed,  so  that  a  work  train  distributing  ties  will 
not  be  overloaded  and  can  pick  up  and  switch  out  empties  when 
clearing  trains. 


NUMBER  OF  TIES  PER  33  FT.   RAIL  LENGTH  AND  PER  MILE. 


Number  of  ties  per  rail  length  .  .  . 

13 

14 

15 

16 

17 

18 

19 

20 

21 

18.9 
3360 

22 

Average  spacing  in  inches.  . 
Number  of  ties  per  mile.  .  .  . 

30.5 
2080 

28.3 
2240 

26.4 
2400 

24.8 
2560 

23.3 
2720 

22 
2880 

20.9 
3040 

19.8 
3200 

18 

3520 

Pennsylvania  R.  R.  specify  18  ties  to  each  33  ft.  of  main  track. 

16    "    for  sidings. 

14    "    for  yards. 

Lehigh  Valley  "       20    "    to  each  33  ft.  rail. 

Average  cost  of  renewing  ties  in  gravel  ballast  10  to  15  cts. 
"  "  "  "      stone        "      20  to  25   "  . 


174 


TRACK  TIES. 


A.  T.  &  S.  FE   (UNTREATED  TIES)  COST  PER  MILE  OF  TRACK. 


Material. 

Cut  spikes  and  No.  tie- 
plates. 

Screw  spikes  and  tie 
plates. 

Ties                   

$0.62 
0.12 
1.55 

3,000 
3,000 
12,000 

$1860 
360 
100 
Nil. 
Nil. 

$0.62 
0.15 
3.35 
1.48 

3,000 
3,000 
12,000 
6,000 

$1860 
450 
403 

885 
30 

Inserting  ties 

Spikes                                     

Tie  plates  r  
Boring  ties  for  screw  spikes  
Cost  per  mile  of  track 

$2320 

$3628 

It  will  be  noted  that  the  cost  per  mile  with  cut  spikes  and  no 
tie  plates  is  about  one  third  less  than  screw  spikes  and  tie 
plates. 

B.  &  O.  RY.   (TREATED  AND  UNTREATED  TIES). 


Items. 

Treated  ties.  each. 

Untreated  ties,  each. 

Purchase  price                                      

$0.55 

$0.72 

Inspection                          

0.015 

0.015 

Treatment    .   .    .  .  

0.23 

Freight  

0.112 

0.065 

Unload  and  pile  

0.02 

0.02 

Cost  per  tie  

0.93 

0,82 

Installing  in  track 

0.28 

0  28 

The  difference  between  the  cost  of  the  treated  and  untreated 
tie  on  the  B.  &  O.  Ry.  is  only  11  cents.  It  will  be  noted  that  the 
tie  for  treatment  is  of  a  cheaper  quality  than  the  untreated  tie. 


C.  P.   R.   (UNTREATED  TIES). 


Material. 

Cut  spikes  not  tie  plates. 

Cut  spikes 
and  tie 
plates. 

$1950 
360 
216 
108 

Ties  

$0.65 
0.12 

3,000 

$1950 
360 
216 
Nil. 

Inserting  ties  

Spikes  

12,000 

Tie  plates  

Total  per  mile  of  track 

$2526 

$2634 

COSTS  OF  VARIOUS  GRADES  OF  TIES. 


175 


Tables  showing  the  estimated  life  of  ties  under  various  con- 
ditions of  traffic  and  the  comparative  annual  cost  of  different 
classes  and  grades  of  ties  with  different  length  of  life  on  the 
B.  &O. 

The  selection  provides  from  one  to  three  choices  as  to  classes 
and  grades  of  ties  in  each  case,  based  on  a  determination  of  the 
most  economical  tie  for  each  condition  of  track  as  determined 
by  two  factors,  namely,  the  cost  in  track  complete  and  the 
assumed  life  in  years. 


THE  COSTS  OF  VARIOUS  GRADES  OF  TIES. 


Items  of  cost. 

Class  A  —  8i' 
grade. 

Class  A  —  8' 
grade. 

Class  B  — 
8i'  grade. 

Class  B  — 
8'  grade. 

Class  C  — 
8J'  grade. 

Classes  D 
andE  — 
8|'  grade. 

1 

2 

3 

1 

2 

3 

1 

2 

1 

2 

1 

2 

1 

2 

Purchase  price 

0.800 
0.010 

o.ois 

0.010 

0.680 
0.010 

6!6is 

0.010 

D.2.VI 
0.010 

o^ois 

0.010 

0.700 
0.010 

0.018 
0.010 

0.580 
0.010 

6.018 
0.010 

O.i'oO 
0.010 

0.500 
0.010 

0.350 
0.010 

0.400 
0.010 

0.250 
0.010 

0.610 
0.010 
0.220 

0.510 
0.010 
0.200 

0.570 
0.010 
0.220 

0.470 
0.010 
0.200 

Inspection  

Treatment  
Freight: 
80  miles  for  non-treatment  . 
380  miles  for  treated  
Work  train  service  

6.018 
0.010 

6.018 
0.010 

0.018 
0.010 

0.018 
0.010 

0.018 
0.010 

0.090 
0.010 

0.070 
0.010 

0.090 
0.010 

0.070 
0.010 

(a) 

Handling  and  installing  .... 
Two  tie  plates  

0.838 

0.190 
0.240 

0.025 
0.066 
1.359 

0.080 
1.279 

0.400 

•).2'.»o 
0.240 

0.718 

0.160 
0.120 

0.022 
0.066 
1.086 

0.040 
1.046 

0.320 
0.240 
0.190 

0.288 

0.160 
0.120 

0.009 
0.066 
0.643 

0.040 
0.603 

0.180 
0.140 
0.110 

0.738 

0.190 
0.240 

0.022 
0.066 
1.256 

0.080 
1.176 

0.360 
0.270 
0.220 

0.618 

0.160 
0.120 

0.019 
0.066 
0.983 

0.040 
0.943 

0.290 
0.210 
0.170 

0.288 

0.160 
0.120 

0.009 
0.066 
0.643 

0.040 
0.603 

0.190 

0.140 
0.110 

0.538 

0.160 
0.120 

0.016 
0.066 
0.900 

0.040 
0.860 

0.270 
0.190 
0.160 
0.140 
0.120 
1.110 

0.388 

0.160 
0.120 

0.012 
0.066 
0.746 

0.040 
0.706 

0.220 
0.160 
0.130 
0.110 
0.100 
0.090 

0.438 

0.160 
0.120 

0.013 
0.066 
0.797 

0.040 
0.757 

0.230 
0.170 
0.140 
0.120 
0.100 
0.100 

0.288 

0.160 
0.120 

0.009 
0.066 
(K643 

0.040 
0.603 

0.190 
0.140 
0.110 
0.100 
0.090 
0.080 

0.940 

0.190 
0.240 

0.056 
0.066 
0.492 

0.080 
1.412 

0.440 
0.320 
0.260 
0.230 
0.200 
0.190 
0.170 

0.800 

0.160 
0.120 

0.048 
0.066 
1.194 

0.040 
1.154 

0.360 
0.260 
0.210 
0.180 
0.160 
0.150 
0.140 

0.900 

0.190 
0.240 

0.054 

0.060 
1.450 

0.080 
1.370 

0.420 
0.310 
0.250 
0.220 
0.200 
0.180 
0.170 

0.760 

0.160 
0.120 

0.046 
0.066 
1.152 

0.040 
1.112 

0.350 
0.250 
0.210 
0.180 
0.160 
0.150 
0.140 

Interest  on  (a): 
6  months  on  untreated, 
12  months  on  treated  .  .  . 
Supervision 

(6) 

Credit    salvage,    one-third 
value  tie  plate 

Annual  cost  per  tie  with  an- 
nual life  of: 
4  years 

6  years  
6  per  cent      8  years 

interest   <  10  years 

added       12  years  
14  years 

16  years 

All  of  the  items  which  go  to  make  up  the  total  cost  of  the  tie 
before  and  after  it  is  delivered  are  included  in  the  above  table, 
including  interest  on  ties  held  in  stock  either  treated  or  un- 
treated, including  annual  cost  per  tie  with  annual  life  for  varying 
periods. 


176 


LIFE  OF  TIES. 


For  selection,  the  ties  are  divided  into  five  classes.  Class  A 
includes  white  oak,  burr  oak,  chestnut  or  rock  oak,  cherry,  mul- 
berry, black  walnut  and  locust.  Class  B  covers  chestnut  only. 
Class  C  covers  red  oak,  black  oak,  scarlet  oak,  Spanish  oak,  pin 
oak,  shingle  and  laurel  oak,  honey  locust,  beech  and  hard  or 
sugar  maple.  Class  D  includes  silver,  soft  or  white  maple,  red, 
soft  or  swamp  maple,  red  or  river  birch,  sweet  or  black  birch, 
white  elm,  rock  elm  and  red  elm.  Class  E  includes  only  short- 
leaf  pine,  loblolly  pine  and  sap  longleaf  pine.  Each  class  is  sub- 
divided into  two  or  three  grades  determined  by  the  dimensions 
of  the  tie. 


LIFE  OF  TIES  UNDER  DIFFERENT  CONDITIONS. 


Untreated. 

Treated. 

Class  A  —  8J'. 

Class  A  —  8'. 

Clas»B 

Class  B 
—  8'. 

Class 
C. 

Classes 
D&E. 

TJ 

1 

•d 

1 

•d 

1 

•—  ' 

1 

~ 

i 

— 

1 

~d 

o 

1 

« 

| 

_j 

"5 

-d 

T3 

1 

•c. 

1 

3 

=* 

"a 

! 

C3 
"ft 

2 
g 

_2 
"c. 

_2 
"a 

s 

-5 

•ft 

a; 

_5 
"B 

s 

rt 

1 

5 
- 

"c. 

2 

rt 

2 

rt 

jg 

5 
03 

ft 

.2 

& 

.2 

ft 

Q) 

a 

O 

a 

* 

A 

0) 

& 

o 

Q, 

Q) 

& 

0 

s 

a; 

c. 

0. 

ft 

ft 

.2 

<B 

.2 

•* 

o 

** 

'0 

+•• 

2 

•^ 

<» 

*3 

• 

•3 

o> 

*» 

CP 

s 

Q> 

s> 

H 

c 

f-H 

b 

c 

JH 

C 

c 

H 

o 

H 

0 

:-H 

0 

H 

0 

!^ 

f_l 

^_, 

H 

^_l 

Weight  of  power  and  traffic. 

fc 

fe 

^ 

2 

z 

55 

55 

1 

1 

3 

2 

3 

3 

1 

1 

2 

2 

3 

3 

1 

1 

2 

2 

1 

1 

2 

2 

1 

| 

1 

2 

CO 

| 

„ 

^ 

^ 

. 

fc 

. 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

CO 

X 

X 

00 

X 

X 

Class 
Eis 

t^ 

CO 

0 

CO 

CD 

CO 

t. 

« 

o 

CO 

J< 

« 

, 

A 

CO 

X 

X 

Main  line: 
Heavy  power,  dense  traffic  
Moderate    weight    power    and 

8 

6 

11 

9 

traffic  

0 

6 

Light  power  and  traffic  
Branch  line: 

9 

7 

8 

6 

15 

13 

Heavy  power  and  traffic  
Moderate   weight,   power   and 

9 

6 

8 

6 

8 

g 

7 

4 

14 

12 

11 

10 

traffic  

9 
9 

7 
8 

8 

9 

6 
8 

's 

7 

9 
9 

6 
8 

7 
9 

5 
8 

'8 

*7 

g 

9 

5 

7 

7 
8 

4 

5 

15 

13 

14 

12 

11 

12 

Light  power  and  traffic  
Lead  and  passing: 

Heavy  power  and  traffic  
Moderate   weight,    power   and 

9 

7 

8 

6 

8 

6 

7 

5 

8 

5 

7 

4 

14 

12 

traffic  
Light  power  and  traffic  
Yard  and  industrial: 

9 
9 

7 

8 

'g 

7 

9 
9 

7 
8 

8 
9 

6 

8 

7 

6 

9 
11 

7 

7 

8 

10 

5 
6 

15 
15 

13 
14 

Heavy  power  and  traffic  
Moderate   weight,    power   and 

9 

7 

8 

6 

8 

6 

7 

5 

10 

7 

9 

6 

9 

6 

8 

5 

15 

13 

traffic  

9 
9 
9 

8 

<J 
9 

8 
9 

9 

7 
9 

9 

9 

8 
9 
9 

8 
8 
8 

7 
8 

8 

11 
12 

8 
10 

10 
12 
12 

7 
10 
10 

10 
12 

7 
9 

1C 

g 

11 

12 

6 

8 
10 

15 

16 
16 

14 
15 
15 

Light  power  and  traffic  
Repair,  temporary  and  storage  

DIAGRAM   FOR  COST  OF  TIES.  177 

C.  P.  R.  Diagrams  for  Cost  of  Ties.  —  Diagrams  for  the  de- 
termination of  the  economic  value  of  ties  have  been  prepared  by 
J.  G.  Sullivan,  Chief  Engineer,  C.  P.  R.  (Western  Lines),  as 
described  in  Eng.  News,  Vol.  74,  No.  7.  There  are  three  dia- 
grams, and  one  of  these  is  given  herewith,  based  on  a  formula 
given  by  the  Tie  Committee  of  the  American  Railway  Engineer- 
ing Association.  The  formula  is  as  follows: 

CR  (1  +  R)N         C(l+R)N 
(1  +R)N  -1      (1  +  R)N  -  1 ' 

R 
or 

Amount  of  C  after  N  years 


I+A  = 


Amount  of  $1  annuity  for  N  years 

C  =  Final  cost  of  tie  in  place; 
R  =  Rate  of  interest; 
/  =  Interest  =  CR; 
N  =  Life  of  ties  in  years; 
A  =  Annual  contribution  to  sinking  fund,  which  at  compound 

interest  will  provide  for  renewal  at  end  of  life  of  tie. 
Example:      C  =  $1.40,     N  =  20  years,      R  =  5  per  cent. 
From  table  (1  +  R)N  =  2.6533,       log  =  0.4237860 

(I  4-  R}N  —  1 
From  table     u  ^  -  =  33.0660,     log  =  1.5193817 


2.9044043 

C  =  $1.40,         log  =  0.1461280 
log  =  1.0505323 
A  +7  =  $0.11234. 

The  three  diagrams  show  the  value  of  7  plus  A,  from  which 
the  annual  cost  per  tie  can  be  taken  for  ties  costing  from  40  cents 
to  $1.50  and  varying  in  life  from  2  to  25  years.  Mr.  Sullivan 
states  that  they  could  be  made  much  easier  if  they  only  showed 
the  value  of  A  —  that  is,  the  amount  required  to  be  subscribed 
annually  to  form  a  sinking  fund  which  would  purchase  a  tie.  To 
this  would  be  added  direct  the  interest  on  the  first  cost  of  the  tie. 
This  would  have  a  slight  advantage  over  the  present  form  in  a 
case  where  the  cost  of  the  present  tie  will  differ  from  the  esti- 
mated cost  of  the  new  tie. 


178 


ANNUAL  COST  OF  TIES. 


The  same  result,  however,  can  be  obtained  by  taking  from  the 
diagram  the  annual  cost,  using  the  estimated  value  of  the  new 
tie,  and  deducting  from  this  the  interest  per  annum  at  the  given 
rate  on  this  difference.  For  example,  if  it  is  estimated  that  it 
will  cost  80  cents  to  renew  a  tie  which  cost  in  place  75  cents  and 
will  last  8  years,  money  figured  at  5  per  cent,  take  from  the 
diagram  the  annual  cost  of  an  80  cent  tie  lasting  8  years,  which 
is  12.4  cents,  and  deduct  from  this  the  interest  at  5  per  cent  on 
the  difference  in  the  actual  cost  and  the  estimated  cost  of  the 
renewal,  5  cents,  which  is  0.25  cents.  This  makes  the  annual 
cost  12.15  cents  instead  of  12.4  cents. 


Cost  per  Year  in  Cents 


TABLE   OF  ANNUAL  COST  OF  TIES  LASTING  VARIOUS  LENGTHS  OF  TIME 
COSTING  IN  PLACE  VARIOUS  SUMS,  MONEY  FIGURED  AT  5  PER  CENT. 


Life  in 


Cost  in  place. 


years. 

$0.40 

$0.50 

$0.60 

$0.70 

$0.80 

$0.90 

$1.00 

$1.10 

$1.20 

$1.30 

$1.40 

$1.50 

1 

0.420 

0.525 

0.630 

2 

0.215 

0.269 

0.322 

6!  376 

6!  430 

6!  484 

0.538 

3 

0.147 

0.184 

0.221 

0.257 

0.294 

0.331 

0.368 

'o.m 

'6!442 

4 

0.113 

0.141 

0.169 

0.198 

0.226 

0.254 

0.282 

0.310 

0.338 

6:367 

6!  396 

6!  423 

5 

0.092 

0.115 

0.139 

0.162 

0.185 

0.208 

0.230 

0.254 

0.278 

0.301 

0.324 

0.345 

6 

0.098 

0.118 

0.138 

0.157 

0.177 

0.196 

0.216 

0.236 

0.256 

0.276 

0.294 

7 

0.086 

0.104 

0.121 

0.138 

0.155 

0.172 

0.190 

0.208 

0.225 

0.242 

0.258 

8 



0.078 

0.093 

0.109 

0.124 

0.139 

0.156 

0.171 

0.186 

0.202 

0.218 

0.234 

9 

0.084 

0.098 

0.112 

0.126 

0.141 

0.155 

0.168 

0.182 

0.196 

0.210 

10 

0.077 

0.091 

0.104 

0.117 

0.129 

0.142 

0.154 

C.168 

0.182 

0.195 

11 

.... 

0.084 

0.096 

0.108 

0.120 

0.132 

0.144 

0.156 

0.168 

0.180 

12 

0.079 

0.090 

0.102 

0.113 

0.124 

0.136 

0.147 

0.158 

0.169 

13 

0  085 

0.096 

0.107 

0  117 

0  128 

0  138 

0.149 

0.160 

14 

0  09C 

0  101 

0  111 

0    191 

0  131 

0  141 

0  151 

15 

0'.087 

0'.096 

oiioe 

.  1-1 

0.116 

OJ25 

0.135 

0^144 

16 

0.083 

0.092 

0.101 

0.111 

0.120 

0.129 

0.138 

17 

0.089 

0.098 

0.107 

0.115 

0.124 

0.133 

18 

0.086 

0.094 

0  103 

0  111 

0  120 

0.129 

19 

0  083 

0  091 

0  099 

0  108 

0  116 

0  124 

20 

0  080 

0°Q88 

o'096 

OJ05 

o!ii2 

o!l20 

TREATED  TIES. 


179 


TREATED  TIES. 

All  timber  is  subject  to  decay  more  or  less  from  wood  destroy- 
ing fungi,  an  organism  that  obtains  its  food  supply  from  the 
timber  and  causes  its  destruction.  To  poison  the  food  supply 
of  this  organism  and  thereby  protect  the  timber  and  prolong  its 
life  a  number  of  different  chemical  treatments  have  developed; 
in  the  preservation  of  ties  the  treatments  have  in  general  been 
confined  to  the  following  toxic  or  antiseptic  compounds: 

1.  Creosote. 

2.  Zinc  chloride. 

3.  Creosote  and  zinc  chloride. 

4.  Miscellaneous  preservatives.  - 

TABLE  89.  —  NUMBER  OF  CROSS  TIES  TREATED  IN   1914  IN  THE  UNITED 

STATES. 

(Amer.  Wood  Preservers'  Association.) 


Kind  of  wood. 

Per 
cent 
each 
kind  of 
total 
treated. 

Kind  of  preservative. 

Miscella- 
neous pre- 
servatives. 

Total 
number. 

Creosote. 

Zinc 
chloride. 

Zinc  chic- 
ride  and 
creosote. 

Oak.....  
Yellow  pine  
Douglas  fir  .... 
Western  pine  .  . 
Beech  

37.39 
24.19 
17.63 
5.40 
2.37 
2.08 
1.86 
1.22 
0.77 
0.10 
6.89 

6,537,857 
7,102,396 
5,452,516 
712,631 
572,828 
255,672 
183,044 
419,535 
126,735 
1,972 
1,226,257 

8,549,073 
1,866,627 
2,221,163 
1,656,721 
252,415 
536,267 
340,462 
132,644 

1,159,929 
111,998 

'  114,466 
32,091 

28,728 

148,275 
1,526,243 
57,085 

16,395,134 
10,607,264 
7,730,764 
2,369,764 
1,039,709 
910,863 
813,930 
580,907 
335,435 
43,330 
3,020,299 

Gum  
Tamarack  
Maple  . 

86,833 
290,424 

'  208',700 
308,  i21 

Birch  
Elm  
Other  species.  . 
Total  

41,358 
976,855 

'509,066 

100 

22,591,443 

16,673,585 

1,956,278 

2,625,681 

43,846,987 

Hewed  ties  treated  comprised  about  70  per  cent  or  30,222,183,  while  13,624,804  were  sawed. 
The  price  of  domestic  creosote  in  1914  averaged  8  to  8|  cents  per  gallon  f.o.b.  plant.  Miscella- 
neous preservatives  include  crude  oil,  paving  oil,  refined  coal  tar,  and  oils  reported  as  carbc- 
lineum. 

Approximately  135,000,000  ties  are  purchased  annually  by  railroads  and  about  33  per  cent  are 
being  treated. 


180  TREATED  TIES. 

It  is  conceded  that  with  the  present  day  rail  fastenings, 
treated  ties  are  destroyed  by  mechanical  wear  sooner  than  by 
decay  and  the  American  practice  is  therefore  to  make  the  treat- 
ment only  sufficient  to  well  outlast  the  mechanical  life  of  the 
average  tie  which  for  estimating  purposes  may  be  considered  to 
be  14  years. 

The  wear  is  principally  from  rail  cutting  and  spike  killing;  to 
protect  the  tie  from  rail  cutting,  tie  plates  are  used;  to  lessen 
the  spike  killing  screw  spikes  have  been  introduced,  and  treated 
tie  plugs  are  used  to  fill  up  the  gap  from  a  redrawn  spike  as  a 
partial  remedy  to  reduce  the  injury,  and  to  guard  against  too 
rapid  decay  the  treatment  of  ties  with  chemicals  before  placing 
in  the  track  is  generally  being  adopted. 

The  average  life  of  the  better  class  of  ties  is  about  7  to  8  years 
and  the  average  cost  75  cents. 

The  average  cost  of  removing  an  old  tie  and  inserting  a  new 
one  is  about  23  cents. 

It  has  been  estimated  by  the  Chicago  and  North  Western  that 
the  cost  of  the  average  untreated  tie,  hemlock  or  tamarack, 
when  laid  for  use  west  of  the  Mississippi,  is  75  cents. 

On  the  Baltimore  and  Ohio  the  average  price  has  increased 
from  50  cents  in  1904  to  75  cents  in  1913  or  40  per  cent  in  ten 
years.  The  average  cost  of  ties  on  the  Can.  Pac.  have  in- 
creased from  35  cents  in  1904  to  43  cents  in  1914  or  about  20  per 
cent. 

The  present  day  preservatives  used  for  the  treatment  of  ties, 
for  all  practical  purposes,  may  be  confined  to  zinc  chloride  (a  salt) 
and  creosote  (an  oil),  used  separately  or  in  combination  under  a 
variety  of  different  processes. 

That  creosote  is  the  best  wood  preservative  is  an  established 
fact,  but  its  cost  is  two  to  three  times  that  of  zinc  chloride. 

In  1903  the  number  of  ties  treated  in  the  United  States  was 
9,010,000  of  which  8,400,000  were  treated  with  chloride  of  zinc 
and  610,000  with  creosote. 

In  1914  the  number  of  ties  treated  was  43,846,987  of  which 
16,673,585  were  treated  with  chloride  of  zinc,  22,591,443  with 
creosote  and  1,956,278  with  zinc  chloride  and  creosote,  and  the 
balance  2,625,681  with  miscellaneous  preservatives. 

In  1903  the  proportion  of  ties  treated  with  creosote  was  less 


TREATMENT  OF  TIES. 


181 


than  10  per  cent  but  in  1914  it  had  increased  to  over  50  per  cent 
whilst  the  zinc  chloride  treatment  has  fallen  from  90  per  cent  in 
1903  to  less  than  30  per  cent  in  1914.  This  indicates  that  in  the 
intervening  years  between  1903  and  1914  a  field  of  usefulness 
has  been  found  for  each  process.  What  this  field  is  for  each  is 
necessarily  not  well  defined  but  is  somewhat  as  follows: 

Creosote.  —  For  the  treatment  of  ties  that  have  a  fair  average 
life  untreated  (6  to  7  years  or  over)  and  for  which  a  positive  long 
life  is  desired  after  treatment,  the  treatment  being  modified  to 
suit  requirements,  and  the  characteristics  of  the  various  timbers 
to  be  treated. 

Zinc  Chloride.  —  For  the  treatment  of  ties  that  have  a  short 
natural  life  (4  years  or  less),  ties  that  would  not  pay  to  put  in 
the  track  unless  treated;  its  greatest  field  is  in  arid  and  semi-arid 
locations  or  where  the  rainfall  is  light. 

Creosote  and  Zinc  Chloride.  —  A  combination  treatment  intro- 
duced as  a  medium  between  the  more  costly  creosote  and  the 
fairly  cheap  zinc  chloride  treatment,  and  a  desire  to  overcome  the 
defect  of  leeching  that  takes  place  in  the  zinc  chloride  treatment. 

To  obtain  results  the  treatment  must  be  thorough  and  the 
impregnation  very  complete;  the  ties  should  be  mechanically 
adzed  and  bored  before  impregnation  and  properly  seasoned 
before  and  after  treatment. 

The  cost  of  tie  treatments  to  1913  from  16  principal  railways 
in  the  United  States  (A.  R.  E.  A.  Bulletin  164)  is  reported  as 
follows: 

TABLE  90. 


Kind  of  treatment. 

Maximum, 
cents. 

Minimum, 
cents. 

Average, 
cents. 

Creosote,  company  plant  

0.380 

0.250 

0.276 

Creosote,  contract  
Zinc  chloride,  company  plant  
Zinc  chloride,  contract 

0.324 
0.112 
0.155 

0.235 
0.100 
0.150 

0.289 
0.104 
0.152 

Card  process,  company  plant  

0.176 

0.175 

0.175 

The  above  costs  are  said  to  include  labor,  material,  fuel, 
handling  of  ties  at  plant  and  charges  for  interest,  and  deprecia- 
tion in  the  case  of  company  plants.  Since  1913,  however,  the 
prices  of  chemicals  have  risen  considerably  and  the  above 
figures  are  exceptionally  low. 


182 


COST  OF  TREATING  TIES. 


The  cost  of  treating  a  hemlock  tie  on  the  Can.  Pac.  is  estimated 
at  21  cents  and  with  creosote  33  cents  per  tie,  and  figuring  8 
years  as  the  average  life  for  the  untreated  tie,  and  12  years  after 
treatment  with  zinc  chloride,  and  14  years  with  creosote,  the 
results  are  as  follows: 


Weight  untreated,  150  Ibs.;  treated,  165  Ibs.;  cost  of  tie  untreated,  43  cents. 


Items  for  24  year  period. 

Untreated  tie 
(8  years). 

Treated  tie, 
zinc  chloride 
(12  years). 

Treated  tie 
creosote 
(14  years.) 

Cost  of  tie                                         

0.43 

0.430 

0.430 

Cost  of  transportation                   

0.016 

0.016 

Placing  in  track                         

0.15 

0.160 

0.160 

Distributing                               

0.01 

0.010 

0.010 

Treating  tie                             

0.210 

0.326 

Treated  tie  plugs  

0.014 

0.014 

Interest  5  per  cent  (compound)  

0.59 
8yr.  0.28    0.87 

0.84 
12  yr.  0.66    1.50 

0.956 
14  yr.  0.934          1.89 

First  renewal. 
Cost  of  tie  (increased  value)  
Remainder  as  above  

0.47 
0.16 

0.50 
0.41 

0.51 
0.526 

Interest  5  per  cent  (compound)  

0.65 
Syr.  0.30    0.93 

0.91 
12  yr.  0.72     1.63 

1  036 
1.014 

Second  renewal. 

0  51 

10  yr.  2.05X*    1.46 

Remainder  as  above  

0.16 

0  67 

Syr.  0.32    0.99 

Cost  of  tie  in  24  years  

$2.79 

$3.13 

$3.35 

Cost  of  tie  per  annum  

0.116 

0.130 

0.14 

Steel  Ties.  —  A  great  deal  of  attention  has  been  given  during 
the  past  few  years  to  finding  a  substitute  for  wood  ties,  and  many 
designs  of  steel,  concrete,  and  composite  ties  are  being  tried  out, 
and  the  steel  tie  has  been  the  most  successful  so  far. 

The  type  that  has  been  used  chiefly  is  known  as  the  Carnegie 
Steel  Tie,  illustrated  herewith,  and  for  which  a  number  of  different 
weights  of  sections  are  given  in  Table  90a.  These  are  made  up  in 
sections  varying  in  weight  from  20  to  27.8  Ibs.  per  foot.  The  rolled 
steel  plates  and  fastenings  are  not  included  in  the  weights  and 
have  to  be  added  when  making  up  the  cost  figures. 


STEEL  TIES. 


183 


FASTENINGS  FOR  STEEL  TIE 

Carnegie  Steel  Co.  Section  M-28 


Weight  of  Tie  (8  6  long) 
Fastenings  274  Ibs. 


STEEL  TIE 
Carnegie  Steel  Tie 


TABLE  90s. 


Depth 

Weight 

Area 

-f 

Width  of 
flange. 

Thick- 

Axis  1-1. 

Axis  2-2. 

Section 
index. 

of 
section. 

per 
foot. 

sec- 
tion. 

of 
web. 

Top. 

Bot'm. 

I. 

r. 

S. 

z. 

/. 

r. 

S. 

In. 

Lb. 

In.* 

In. 

In. 

In. 

In.« 

In. 

In.' 

In. 

In.« 

In. 

In.» 

if  21 

5.50 

20.0 

5.71 

4.5 

8.0 

0.250 

30.9 

2.33 

9.7 

2  33 

14.9 

1.62 

3.7 

M25 

4.25 

14.5 

4.10 

4.0 

6.0 

0.250 

13.0 

1.78 

5.5 

1.88 

6.1 

1.22 

2.0 

MM 

3.00 

9.5 

2.80 

30 

50 

0.203 

4.3 

1.24 

2.5 

1.27 

3.1 

1.05 

1.2 

M28 

6.5 

27.8 

8.18 

50 

10.0 

0.375 

58.0 

14.4 

2.48 







184  RAIL  DESIGN. 


CHAPTER   IX. 
RAIL. 

Steel.  —  The  manufacture  of  rail  has  been  from  iron  to  Besse- 
mer steel  and  from  Bessemer  to  open-hearth  and  special  alloy 
steel. 

The  output  of  Bessemer  steel  has  steadily  declined  since  1906 
and  the  production  of  open-hearth  has  been  increasing  at  a  cor- 
responding rate,  while  the  tonnage  of  alloy  steel  remains  about 
stationary  and  is  quite  small  in  comparison  with  the  total  tonnage 
of  rails  rolled. 

In  the  construction  of  main  line  switch  points,  frogs,  diamond 
crossings,  curves,  and  places  of  excessive  wear,  it  is  quite  common 
practice  to  use  special  and  hardened  steel  rails  such  as  cast 
manganese  steel,  rolled  manganese  steel,  majari  steel,  silicon 
rail,  and  Bessemer  and  open-hearth  rail  treated  with  ferro- 
titanium  and  other  alloys. 

Design.  —  The  A.  S.  C.  E.  sections,  as  presented  by  the  Ameri- 
can Society  of  Civil  Engineers  in  1893,  have  generally  been 
adopted  as  standard. 

The  A.  R.  A.  sections,  series  A  and  B  as  adopted  by  the  Ameri- 
can Railway  Association  in  1898,  have  been  used  to  some  extent. 

The  A.  R.  E.  A.  sections  were  submitted  by  the  rail  committee 
of  the  American  Railway  Engineering  Association  in  1915,  but 
have  not  yet  been  approved  by  the  Association. 

The  standard  weights  in  service  are  mostly  85  up  to  105  Ib. 
In  1915,  66  per  cent  of  all  rails  rolled  were  of  85  Ib.  section  and 
over.  Quite  a  number  of  roads  have  heavier  than  100  Ib.  sec- 
tions in  service;  among  these  may  be  mentioned  the  New  York 
Central,  105  Ib.;  Lehigh  Valley,  110  and  136  Ib.;  Pennsylvania, 
125  Ib.;  and  the  Central  New  Jersey,  135  Ib.  See  Fig.  52a. 

Another  type  of  rail  section  that  has  developed  within  the  past 
year  or  two  is  the  so-called  frictionless  rail,  designed  to  reduce 
the  frictional  resistance  and  wear  between  the  rail  and  the  wheel 


HEAVY  RAIL  SECTIONS. 


185 


flanges  on  curves.  It  has  a  deep  narrow  head  with  sloping  sides, 
the  base  remaining  the  same  as  in  the  ordinary  rail;  it  is  being 
tried  out  by  a  number  of  railroads. 


DESIGN  OF  RECENT  HEAVY  RAIL  SECTIONS.    Fig.  52a. 


Railway 

Weight . . 
Height.. 
Head.. 


Lehigh  Valley  R.  R.      Pennsylvania  R.  R. 


35.4%, 
Web  ........     23.7%, 

Base  ........  40.9%, 

Total  .....    100.0%,  13.35  sq.  in. 

Moment  of 


136  Ib. 
7  in. 

4.72  sq.  in. 
3.17  sq.  in. 
5.46  sq.  in. 


inertia. 


86.57 


125  Ib. 
6£  in. 

38.9%,    4.73  sq.  in. 

20.3%,    2.47  sq.  in. 

40.8%,    4.95  sq.  in. 

100.0%,  12.15  sq.  in. 

68.7 


Central  R.  R.  of 
New  Jersey 

135  Ib. 
6£  in. 
40.28% 
21.90% 


100.00% 
72.39 


It  is  recognized  that  the  margin  of  safety  in  regard  to  rails  is 
quite  small;  for  this  reason  the  heavier  the  rail  section,  other 
things  being  equal,  the  better  will  be  the  service  and  the  more 
economical  it  will  be  in  maintenance  and  operation. 

The  tonnage  rolled  of  the  A.  R.  E.  A.  rail  series  A  and  B  have  been 
fairly  successful  in  service  under  favorable  conditions.  It  is  stated 
that  these  sections  can  be  rolled  in  the  mill  at  a  lower  temperature 
than  the  ordinary  A.  S.  C.  E.  rail  and  that  therefore  a  finer  grain 
and  better  weaving  surface  is  secured. 


186 


PRODUCTION  OF  RAILS. 


The  following  figures  give  the  production  of  rails  rolled  in  the 
United  States  in  1915,  from  which  it  will  be  noted  that  the  open 
hearth  process  is  about  81  per  cent  of  the  total  and  that  the 
Bessemer  process  only  amounts  to  about  15  per  cent. 

The  production  of  re-rolled  rails  for  1915  by  the  various  manu- 
facturers was  102,083  gross  tons. 

Electric  process  and  heat-treated  rails  are  at  present  in  experi- 
mental use  only. 


PRODUCTION  OF  RAILS  IN  THE  UNITED  STATES  IN  1915. 


Production  by  processes. 

Production  by  weight. 

Kinds. 

Gross 
tons. 

Per  cent. 

Under 
50  Ib. 

50  Ib.  and 
less  than 
85. 

85  Ib.  and 
less  than 
100. 

100  Ib.  and 
over. 

Open-hearth  

1,775,168 
326,952 
102,083 

80.54 
14.83 
4.63 

Allother  

Gross  tons  

2,204,203 

100.00 

254,101 

518,291 

742,816 

688,995 

PRODUCTION  OF  ALLOY-TREATED  STEEL  RAILS,  1915. 


Kinds. 

Gross 
tons. 

Per  cent. 

Under 
50  Ib. 

50  Ib.  and 
less  than 
85. 

85  Ib.  and 

less  than 
100. 

100  Ib.  and 
over. 

Titanium 

21  191 

85  00 

Other  alloys  

3,779 

15.00 

Gross  tons  

24,970 

100.00 

6 

1977 

6555 

16,432 

Processes;  open-hearth  and  electric,  24,367;  Bessemer,  603;  total,  24,970  tona. 


The  heavier  section  of  rail,  over  100  Ib.  per  yard,  has  only 
come  into  service  within  the  past  few  years  and  the  production 
in  1915  was  just  a  little  less  than  the  amount  rolled  of  85  to 
100  Ib.,  so  that  it  is  likely  the  heavier  rail,  over  100  Ib.,  will 
exceed  all  others  in  the  next  year  or  two. 


CHEMICAL  COMPOSITION. 


187 


The  prime  chemical  composition  and  the  physical  characteris- 
tics of  steel  for  track  work,  given  by  W.  C.  Gushing,  are  about  as 
follows: 


CHEMICAL  COMPOSITION. 


Kind  of  steel. 

Manganese. 

Carbon. 

Phosphorus. 

Silicon. 

Sulphur. 

Manganese 

11-13 
0.80-1.10 
0.60-0.90 

1.0-1.20 
0.45-0.55 
0.62-0.75 

006-0.11 
Not  to  exceed  0.10 
Not  to  exceed  0.04 

0.25-0.40 
Not  to  exceed  0.20 
Not  to  exceed  0.20 

0.02-0.06 

Bessemer       .... 

Open-hearth  



PHYSICAL  CHARACTERISTICS. 


Kind  of  steel. 

Lb.  sq.  in., 
tensile  strength. 

Lb.  sq.  in., 
elastic  limit. 

Elonga- 
tion, per 
cent  in 
2  in. 

Reduc- 
tion of 
area  per- 
centage. 

Hardness  by 

Brinell. 

Sclero- 
scope. 

Manganese  (cast)  .  .  . 
Bessemer 

75,000-102,000 
89,000-126,000 
115,000-156,000 

40,000-58,000 
44,000-62,000 
54,000-80,000 

8-27 
5-25 

9-16 

15-29 
5-43 
10-30 

230 
172-230 
230-300 

40-50 
29-35 
32-43 

Open-hearth  

The  following  figures  for  rolled  and  for  forged  manganese  steel 
are  given  by  W.  S.  Potter: 


Kind  of  steel. 

Lb.  sq.  in., 
tensile  strength. 

Lb.  sq.  in., 
elastic  limit. 

Elongation, 
per  cent  in  2  in. 

Cast  steel 

82,000 

45  000 

30 

Rolled  metal             

135,000 

60000 

35 

Forged  metal                

142,000 

55,000 

38 

188 


AVERAGE  ESTIMATING  PRICES. 


Cost.  —  Rails  are  usually  delivered  in  33-foot  lengths,  ends 
sawed  square  and  bolt  holes  for  splice  connections  accurately 
drilled.  A  small  percentage  in  shorter  lengths  is  generally 
accepted;  the  best  rails  are  usually  termed  No.  1,  and  those  not 
of  the  best  No.  2.  No.  1  rail  only  is  used  in  main  line  or  fast 
running  track. 

Rails  are  bought  and  paid  for  on  the  actual  weight,  and  are 
usually  quoted  in  gross  tons  (2240  pounds)  and  weight  per  yard 
(3  lineal  feet).  Rails  in  45  ft.  and  60  ft.  lengths  are  used  to  some 
extent. 

AVERAGE  ESTIMATING  PRICES,   1915. 


Rail  and  fastenings. 

Approximate  cost. 

Per  gross  ton. 

Per  100  Ib. 

Rail  (new)  '  

$33 
45 
79 
95 
54 
45 

$1.47 
2.00 
3.55 
4.25 
2.41 
2.02 

Angle  bars  with  rail 

Bolts,  track  (common) 

Bolts,  track  (heat  treated) 

Spikes  (5£  X  is)     .  .  ' 

Tie  plates  

Nut  locks  per  1000,  $12.00  

Rail  anchors  each  16^ 

For  rolled  manganese  rail  about  $95  per  ton.  In  the  case  of  an  addition  of  titanium,  the 
cost  is  from  5  to  12  per  cent  in  excess  of  the  plain  steel  and  for  nickel  rail  about  75  per  cent, 
under  normal  conditions. 

Where  rail  has  failed  from  battering  at  the  ends,  it  is  usual  to 
saw  off  the  defective  ends  and  redrill  the  holes  before  relaying  for 
branch  line  service.  The  cost  of  resawing  may  be  estimated  at 
75  cents  per  ton,  which  includes  picking  up  rail,  taking  it  to 
shops,  redrilling,  sawing,  reloading  and  salvage  from  scrap. 
The  average  scrap  value  of  old  rails  for  a  number  of  years  prior 
to  1915  was  about  $12  per  ton  and  the  average  price  of  new  rail 
$30  per  ton,  or  the  difference  in  value  between  scrap  and  new  rail 
was  about  $18. 

A.  M.  Wellington  writing  in  1902  states  that  the  average  life 
of  good  steel  rails  weighing  60  to  80  Ib.  per  yard  is  about  150,- 
000,000  to  200,000,000  tons  or  from  300,000  to  500,000  trains. 
From  10  to  15  Ib.  or  f  to  j  of  an  inch  in  height  of  head  of  rail  is 
available  for  wear  and  abrasion  takes  place  at  the  rate  of  about 
1  Ib.  per  10,000,000  tons,  or  TV"  per  14,000,000  to  15,000,000 
tons. 


AVERAGE  ESTIMATING   PRICES.  189 

The  reasonable  cost  per  train  milex>f  rail  wear  may  be  esti- 
mated at  from  0.3  to  0.5  cents  as  follows: 

Cost  of  one  mile  steel  rails,  95  tons  @  $30 $2850 

Less  scrap  value  of  unworn  rail  (nearly  half) - . . . .       1350 

Leaving  as  net  cost  of  wearing  portion,  per  mile $1500 

Divided  by  total  life  300,000  to  500,000  trains  gives  0.3  to  0.5 
cents  per  train  mile,  but  in  view  of  present  difficulty  of  getting 
good  rails  and  a  tendency  to  increase  the  weight  of  trains,  we 
may  assume  the  even  figure  of  one  cent  per  train  mile. 

Rail  statistics  on  the  Northern  Pacific  indicated  a  loss  of 
weight  due  to  wear  in  four  years  of  about  0.5  per  cent  per  10,- 
000,000  tons  duty.  This  would  indicate  a  loss  of  about  1.25  per 
cent  per  year  per  100,000,000  tons  duty. 

Re-rolled  Rails.  —  Since  1910  a  process  of  re-rolling  old  rails 
has  been  in  vogue  with  very  satisfactory  results. 

Usually  the  larger  section  rails  that  are  slightly  worn  and  not 
sufficiently  good  for  main  line  are  re-rolled  and  used  on  branch 
lines.  The  rails  are  heated  and  practically  all  of  the  work  is  done 
on  the  head  of  the  rail,  straightening  it  up,  etc* 

The  work  elongates  the  head  considerably,  making  it,  of  course, 
lighter  in  section  than  the  original.  The  reduction  varies  from 
six  to  ten  pounds,  according  to  the  wear  and  kind  of  finish  it 
receives. 

The  re-rolled  rail  needs  to  be  classified  and  various  classes  of 
rails  must  be  laid  together,  to  obtain  the  best  results. 

The  cost  of  re-rolling  averages  from  $5  to  $7  per  ton,  the  Rail- 
way Company  paying  the  freight  to  and  from  the  mills. 

The  practice  on  the  C.  M.  &  St.  P.  R.  R.  is  not  to  re-roll  any 
rail  less  than  85  lb.,  although  65  Ib.  and  75  Ib.  have  been  re-rolled; 
the  rail  shipped  for  re-rolling  is  usually  in  pretty  fair  condition, 
free  from  burrs,  and  not  worn  more  than  J  in.  at  any  point. 

On  the  111.  Cent,  and  Chi.  G.  West.,  rails  have  been  re-rolled 
from  67  lb.  to  about  60  lb. ;  the  process  is  said  to  have  toughened 
the  rail  and  made  a  very  satisfactory  rail  in  use. 

The  Santa  Fe,  the  B.  &  O.,  and  Chic,  and  N.  West.,  have  also 
used  re-rolled  rails  extensively. 

For  weights  and  quantities  of  rail  and  fastenings,  see  page  20. 
For  renewing  rail,  capital  and  maintenance  charges,  see  page  21. 
For  cost  of  laying  rail,  see  page  12. 


190  RAIL  JOINTS. 

CHAPTER   X. 
OTHER  TRACK  MATERIAL. 

Rail  Joints.  —  There  is  no  common  standard  rail  joint;  most 
railroads  have  developed  their  own  designs  and  there  are  in 
general  use  a  number  of  different  types,  the  most  common  of 
which  is  the  angle  bar. 

The  angle  bar  was  first  introduced  about  1868;  previous  to 
this  the  fish  plate  was  used;  at  that  time  both  the  fish  plate  and 
angle  bar  fitted  flat  against  the  web  of  the  rail,  and  about  1870 
both  were  improved  by  making  the  inside  of  the  bar  concave  so 
that  only  the  top  and  bottom  of  the  bar  came  in  contact  with  the 
rail;  the  recent  improvement  to  this  type  of  bar  is  a  widened 
base  with  a  slight  vertical  turndown  at  the  side  and  a  rein- 
forcing of  the  upper  part  of  the  web  near  the  under  side  of  the 
rail  head.  Figs.  54  and  55.  The  patented  joints  that  have  been 
used  to  any  extent  are  of  two  kinds ;  —  the  base  supported  type 
such  as  the  Continuous,  the  Weber,  and  the  Wolhaupter,  page  11, 
and  the  deep  girder  type  such  as  the  Duquesne,  Hundred  per  cent, 
and  the  Bonzano.  A  plain  bar  that  has  given  good  service  is  the 
C.  P.  R.  standard,  Fig.  53. 

The  Rock  Island  bars,  Fig.  54,  are  heat  treated  and  quenched 
in  oil  and  are  applied  with  1  in.  heat-treated  track  bolts  and 
spring  washers,  standard  tie  plates,  and  f  in.  by  6  in.  track  spikes. 

The  tendency  is  towards  a  plain  four-holed  bar  splice  24  in. 
long  with  1  in.  bolts  for  90  Ib.  rail  and  over  U.  S.  standard 
thread,  with  a  good  make  of  spring  nut  lock,  square  head  tap. 
There  is  also  a  desire  to  obtain  a  joint  bar  that  will  dispense  with 
the  necessity  of  respacing  ties  when  relaying  rail,  with  its  added 
expense  and  resulting  disturbance  of  roadbed  that  is  so  detri- 
mental to  good  riding  track.  Some  of  the  roads  that  are  relay- 
ing rail  without  respacing  ties  are  the  Lehigh  Valley,  the  Illinois 
Central,  the  Pittsburg  and  Lake  Erie,  and  the  C.  P,  R. 

Some  roads  to  strengthen  the  joint  are  using  a  base  plate  under 
the  rail;  the  Pennsylvania  R.  R.  use  a  long  base  plate  extending 
over  four  ties,  which  is  said  to  not  only  strengthen  the  joint  but 
makes  an  excellent  anticreeper  as  well. 


ANGLE  BARS. 


191 


Fig.  53.    C.  P.  R.  Standard  85-lb.  RaU  —  Angle  Bar. 


192 


INSULATED  JOINTS. 


Note:-  "R"  denotes  round  hole, 
"E"  elliptical  hole. 

Angle  bar  to  be  of  steel  with. 

0.45  to  0.55  carbon. 

Wt.  per  ft.  of  1  bar  19.51  Jb. 

«      "     pair  75.24  Ib. 
Area  of  section  of  1  bar  574  O" 
Size  of  bolt-heat  treated  l"x  5>£ 
Moment  of  inertia  (2  bars)  252.00 

Section  modulus        <«        8.3S 


Fig.  54.     Rock  Island  100-lb.  Rail  — Angle  Bar. 

•  Fiber  End  Post  K'tMck 


White-oak 

Fillers 


"*=* *=*"  xWood  PI. 

ELEVATION  OF  O'BRIEN    INSULATED  JOINT.,  "§ 


P—J, 


ALF  SECTION  OF 

EXPERIMENTAL 

RAIL  JOINT 


DON  OF  STANDARD 
RAIL  JOINT      HT 


BRADDOCK  JOINT 
SECTIONS  OF  INSULATED  RAfL  JOINTS. 


ELEVATION  OF  STANDARD  RAIL  JOINT 

Fig.  55.     Phila.  &  Reading  100-lb.  Rail  Splice. 

Where  two  different  sections  of  rail  come  together  compromise 
or  step  up  joints  are  commonly  used,  or  a  tapered  rail  each  end 
of  which  has  a  different  section  to  match  the  two  sizes  of  rail 
which  it  connects. 

The  insulated  joint,  Fig.  55,  in  track  was  brought  about  by  the 


BOLTS   AND   NUT  LOCKS. 


193 


adoption  of  track  circuits,  and  formerly  was  accomplished  with 
wooden  splice  bars,  but  with  the  increase  of  weight  and  speed  of 
trains,  the  weakening  of  the  joint  with  a  wooden  bar  was  soon 
demonstrated  and  insulating  material  between  the  parts  of  the 
joint  structure  took  its  place. 

The  100  per  cent  type  of  bar  used  by  the  Phila.  &  R.  R.  is 
shown,  Fig.  55,  for  100-lb.  rail;  the  bars  are  26  in.  long  and 
slotted  for  the  track  spikes.  The  bolts  are  1  in.  diameter,  with 
oval  necks,  and  heads  shaped  to  fit  ribs  of  splice  bars.  Spring- 
nut  blocks  are  used.  The  bolts  are  placed  with  heads  alter- 
nately on  the  inner  and  outer  sides.  For  insulated  rails  the 
Phila.  &  Reading  use  the  O'Brien  and  Braddock  joints.  The 
rail  ends  are  separated  by  J-in.  fiber  end  post  shaped  to  the  rail 
section. 

Bolts  and  Nut  Locks.  —  The  bolts  used  in  coupling  up  the 
joint  bars  to  the  rail  must  be  of  sufficient  strength  so  that  a 
trackman  cannot  twist,  bend  or  stretch  it  with  a  wrench;  to 
provide  against  this  the  elastic  limit  of  the  material  must  be 
high  and  the  result  is  usually  obtained  by  heat  treatment  of  the 
bolts  at  a  slight  extra  cost. 


APPROX    DEVELOPMENT  OF  NUT  LOCK 


The  ordinary  track  bolt  with  a  nut  lock  or  a  self-locking  grip 
bolt  such  as  the  "  Harvey  "  are  most  commonly  used. 

Loose  bolts  are  the  cause  of  most  of  the  deterioration  of  the 
rail  at  the  joints  and  great  care  is  usually  taken  to  keep  them 
tight;  to  this  end  also  a  great  number  of  different  types  of  nut 


194 


BOLTS  AND  NUT  LOCKS. 


locks  have  been  introduced,  the  spring  effect  of  which  takes  up 
the  looseness  resulting  from  wear  until  adjustment  can  be  made. 
With  the  lock  nut  the  adjustment  of  course  can  only  be  made 
with  the  wrench.  The  bolts  are  usually  placed  alternately  on 
the  outside  and  inside  of  the  rail,  which  in  the  case  of  derailment 
protects  the  joint  bolts  from  being  entirely  stripped,  and  inci- 
dentally makes  a  better  balanced  joint. 


r 


The  cost  of  maintaining  the  self-locking  bolts  may  be  esti- 
mated at  from  $10  to  $12  per  year  (bolts  tightened  twice  a  year). 

The  cost  of  maintaining  the  nut  locks  may  be  estimated  at 
from  $6  to  $8  per  year  (bolts  tightened  once  a  year)  per  mile  of 
track. 

H.  P.  TRACK  SIZES  OF  NUT  LOCKS. 


Dimensions. 

Num- 

Approximate 
number  of 
hipower  required 
per  mile  of 
track. 

Size, 
in. 

Effec- 
tive 
pres- 
sures in 
pounds. 

Num- 
ber 
per 
keg. 

Approx. 
net 
weight 
per  M., 
Ib. 

Wt. 
of 
keg, 
Ib. 

ber  of 
hipower 
req  'red 
for  a 
min.  car 

A, 
diam. 
outer, 

B, 

diam. 
inside, 

c, 

width, 

D, 

height, 

in. 

in. 

load. 

J 

6,000 

115 

If 

f 

JL 

2500 

72 

10 

462,000 

33'    rail,    4   bolt 

8 

iff 

splices,  1280  

1 

8,000 

m 

H 

& 

tt 

2000 

109 

10 

328,000 

33'    rail,    6    bolt 

splices,  1920.  .  .  . 

1 

10,000 

111 

1A 

& 

& 

1500 

122 

10 

263,000 

30'   rail,    4    bolt 

splices,  1408  

U 

12,500 

2& 

1* 

i 

U 

1000 

160 

10 

206,000 

30'    rail,    6   bolt 

splices,  2112  

H 

15,000 

2& 

!A 

1 

i 

1000 

186 

10 

178,000 

TRACK  BOLTS. 


195 


U.   S.   STANDARD  AND   HARVEY  GRIP  TRACK  BOLTS. 

ilargement  of  Thret 
10  times  Full  Size 


C.  P.  R.  Standard  Track  Bolts. 


ir\r 


,y- >kfr*/^ 

*-6« H 


Harvey  Grip  and  U.  S.  Standard  Thread  Bolts. 


196  RAIL  ANCHORS. 

Rail  Anchors.  —  Rail  anchors  or  rail  creepers  have  come  into 
general  use  during  the  past  two  or  three  years.  It  is  generally 
conceded  that  the  anchoring  of  the  rail  to  the  ties  supporting  the 
joint  by  spiking  through  the  slotted  holes  in  the  flanges  of  the 
angle  bars  places  most  of  the  anchorage  on  one  side  of  the  joint 
ties,  on  broken  jointed  track,  and  makes  an  unbalanced  joint, 
and  unless  rail  creepers  are  used  the  rail  on  the  opposite  side  of 
the  joint  ties  will  not  maintain  a'square  position  across  the  track. 

The  creeping  of  rails  of  sufficient  magnitude  to  cause  track 
disturbances,  except  in  very  rare  cases,  is  the  result  ^of  forces 
generated  by  the  rolling  load,  according  to  Mr.  P.  M.  LaBach; 
such  as  creeping  due  to  the  tractive  power  of  the  locomotive, 
creeping  due  to  the  friction  of  locked  wheels,  creeping  due  to 
wave  motion  in  the  track  and  creeping  due  to  the  discontinuity 
of  the  track  structure. 

The  creeping  due  to  the  tractive  power  of  the  locomotive  tends 
to  move  the  rail  in  a  direction  contrary  to  that  of  the  locomotive. 
The  creeping  due  to  locked  wheels  will  be  found  where  stops  are 
made  and  will  be  in  the  direction  of  traffic.  The  creeping  due  to 
wave  motion  increases  directly  as  the  load  and  the  tie  spacing 
and  inversely  as  the  stiffness  of  the  rail,  and  will  increase  with  the 
speed,  the  stress  in  the  rail  and  the  traffic.  The  creeping  due  to 
the  discontinuity  of  the  track  structure  from  worn  angle  bars  or 
loose  or  poorly  designed  joints  causes  an  increased  hammering 
on  the  ends  of  the  rails  in  the  same  direction  as  traffic,  and  in- 
creases with  the  speed,  load  and  flexibility  of  the  rail.  The 
creeping  due  to  wave  action  and  to  hammering  of  the  ends  is  in 
the  same  direction. 

The  creeping  of  track  (rails  and  ties  together)  occurs  some- 
times on  swampy  roadbed,  owing  to  the  wave  motion  under 
traffic.  The  M.  St.  P.  &  S.  St.  M.  Ry.  use  ten  and  twelve  foot 
long  ties  with  angle  bars  spiked  to  two  ties  at  the  center  of  the 
rail,  to  keep  the  rails  from  creeping  on  the  ties. 

In  laying  rail,  anchors  are  used  permanently,  according  to 
conditions,  to  keep  the  rail  from  creeping  under  traffic,  by  dis- 
tributing the  resulting  stresses  throughout  the  rail  length  rather 
than  concentrating  it  on  the  joint  ties.  For  this  reason,  slot 
spiking  the  joints  and  the  spacing  of  joint  ties  have  been  aban- 
doned on  many  roads.  Rail  creepers  are  also  used  to  prevent 


COST  OF  RAIL  ANCHORS. 


197 


rail  from  crowding  the  frog  or  wing  rail  of  frog,  on  spring  rail 
frogs  on  one  way  traffic. 

The  boltless,  self-maintaining  wedge,  skew,  spring  or  clamps 
are  the  most  generally  used  types.     Among  the  many  in  general 


Vaughan. 


P.  &M. 

Rail  Anchors. 


Dinklage. 


use  may  be  mentioned  the  "  L.  &  S.,"  a  bolt  operated  anchor, 
the  "  Dinklage,"  a  two-piece  anchor,  the  "  Ajax,"  a  two-piece 
wedge  anchor,  the  "  Vaughan,"  a  two-piece  anchor  with  a  spring, 
the/'  Positive,"  a  one-piece  anchor,  and  the  "  P.  &  M.,"  a  two- 
piece  anchor  of  the  wedge  type,  and  the  "  Sullivan  "  plate 
anchor. 

THE  COST  OF  RAIL  ANCHORS  IN  PLACE. 

Four  anchors  per  rail,  1280  per  mile  @  1Q£ $204. 80 

Labor  applying  ©0.013  each 19.20 

Total $224.00 

It  is  estimated  an  annual  saving  of  from  $250  to  $400  per  mile 
can  be  made  by  the  use  of  anchors  which  would  otherwise  be 
spent  on  maintenance  in  driving  back  rail,  squaring  up  slewed 
ties,  resurfacing,  etc.  Under  favorable  conditions  with  stone 
ballast  and  heavy  section  rail  four  anchors  to  a  33  ft.  rail  is 
recommended,  placed  without  reference  to  joints  but  always 
opposite  each  other  and  against  the  same  tie,  one  pair  preferably 
in  each  quarter  rail  length.  The  adoption  of  the  uniform  spacing 
of  ties  without  reference  to  the  joints  means  a  large  saving  in 
maintenance  as  it  is  estimated  that  the  average  cost  of  respacing 


198 


TRACK  SPIKES. 


joint  ties  and  surfacing  track  (on  account  of  respacing)  approxi- 
mates $350.00  per  mile  on  stone  ballasted  line  where  rails  are 
laid  with  staggered  joints. 

Spikes.  —  Spikes  are  used  to  fasten  or  hold  the  rail  to  the  ties; 
two  kinds  are  in  service,  the  ordinary  common  cut  spike  and  the 
screw  spike.  The  functions  of  the  spike  are  to  prevent  the  rail 
from  spreading,  overturning  or  lifting;  the  outer  line  of  spikes 
therefore  resists  the  lateral  or  side  thrust,  the  inner  line  anchors 
the  rail  and  prevents  it  from  canting,  while  both  lines  simul- 
taneously hold  the  rail  from  lifting  vertically  from  the  wave 
action  which  develops  in  the  rail  when  under  stress. 

The  spike  therefore  is  measured  by  its  holding  power  and  as  the 
cut  spike  is  not  half  as  strong  in  this  respect  as  the  screw  spike 
the  latter  is  undoubtedly  the  best  fastening  for  the  purpose,  but 
there  are  certain  features  in  track  maintenance  and  climatic 
conditions  in  this  country  that  make  it  undesirable  to  adopt  it 
under  all  circumstances. 


not  less  than 


Reinforced 


All  Spikes  must  be  pointed  to  a 
cutting  edge,  free  of  fins,   and 
shall  be  ground  if  necessary. 

Fig.  56.     C.  P.  R.  Cut  Track  Spikes. 

Cut  Spikes.  —  The  common  cut  spike  is  in  general  use  but  is 
largely  objected  to  on  account  of  its  limited  holding  power  both 
vertically  and  laterally  and  is  the  cause  of  the  tie  being  rapidly 
destroyed  by  spike  killing,  entailing  thereby  a  very  heavy  main- 


TRACK  SPIKES. 


199 


tenance  cost  in  tie  renewals;  so  far  as  the  lateral  holding  power 
of  the  spike  is  concerned  the  introduction  of  the  tie  plate  has 
greatly  strengthened  it  in  this  respect  and  for  lines  of  ordinary 
traffic  it  is  doubtful  if  it  will  ever  be  entirely  superseded  by  the 


Fig.  57.     C.  P.  R.  Shimming  Spikes. 

screw  spike.  Figs.  58  and  59  illustrate  the  A.  R.  E.  A.  proposed 
standard  cut  and  screw  spikes  and  Figs.  56  and  57  the  C.  P.  R. 
standard  cut  track  spikes  and  shimming  spikes. 

The  average  standard  cut  track  spike  is  T97  in.  sq.  X  5J  in. 
long.     Average  weight  0.65  Ib.  each. 


TONS  AND  KEGS  OF  SPIKES  REQUIRED  PER  MILE  SINGLE  TRACK   (FOR 
VARYING   NUMBER  OF  TIES). 


Number  of  kegs. 

Ties  per 

mile. 

Spikes  per 
mile. 

*pt 

Per  mile,  tons, 
2000  Ib. 

Lb.  per  100  ft. 
of  track. 

200  Ib. 

224  Ib. 

each. 

each. 

2600 
2800 

10,400 
11,200 

6760 
7280 

3.38 
3  64 

34 
36* 

si 

128 
138 

3000 

12,000 

7800 

3.90 

39 

35 

148 

3200 

12,800 

8320 

4.16 

42 

37^ 

158 

200 


SCREW  TRACK  SPIKES. 


Quantities  allowed  per  mile  (C.  P.  R.  single  track). 

Construction  (new  track) 34  kegs  per  mile  (224  Ib.  per  keg). 

Maintenance  (relaying  rail) 4 

Approximate  cost  of  spiking  one  mile: 

12,000  spikes  distributed. $216 

Driving  cut  spikes  per  mile 84 


If  tie  plated,  add  6000  tie  plates  at 


$300 
960 


Total $1260  per  mile  (single  track) 


Fig.  58.     A.  R.  E.  A.  Proposed 
Std.  Track  Spike. 


Fig.  59.     A.  R.  E.  A.  Proposed 
Standard  Screw  Spike. 


Screw  Spikes.  —  The  Lackawanna  introduced  the  screw  spike 
both  on  maintenance  and  construction  about  1910,  and  have 
now  over  12,000,000  in  service  and  the  results  obtained  are  on 
the  whole  favorable. 


SCREW  TRACK  SPIKES.  201 

The  cost  of  applying  screw  spikes  for  labor  only  is  about  $300 
per  mile  in  excess  of  applying  cut  spikes.  On  the  other  hand, 
with  the  use  of  screw  spikes  it  is  considered  that  the  maintenance 
charges  for  lining  and  surfacing  and  tightening  fastenings  will 
be  reduced,  especially  on  heavy  traffic  lines. 

On  lines  of  dense  traffic  the  screw  spike  is  being  used  by  many 
roads  to  obtain  a  more  rigid  track  and  while  the  results  are  not 
by  any  means  conclusive  it  is  said  to  increase  the  mechanical 
life  of  ties,  as  it  decreases  the  wear  between  the  rail  tie  and  tie- 
plate,  reduces  spike  killing,  has  a  greater  grip,  is  stronger  later- 
ally and  does  not  loosen  readily,  retards  creeping  and  eliminates 
noisy  track. 

The  objections  to  their  use  is  increased  first  cost,  greater  diffi- 
culty in  withdrawing  the  spikes  when  making  repairs  or  renewals, 
being  most  serious  in  case  of  a  derailment.  Amongst  the  roads 
that  are  using  them  to  a  large  extent  may  be  mentioned  the  A.  T. 
&  Santa  Fe",  D.  Lacka.  &  Western,  C.  Rock  Isl.  &  Western,  N.  Y. 
N.  H.  &  H.,  Union  and  Southern  Pacific,  the  Penn.,  etc. 

The  cost  of  material  is  about  double  the  cost  of  cut  spikes.  In 
relaying  rail  or  removing  broken  rail  more  time  is  consumed  and 
consequently  the  cost  of  such  work  will  be  more  than  with  the 
ordinary  cut  spike. 

Cost  of  installing  screw  spikes: 

Sante  Fe.  (Machine  boring)  l£ff  per  hole  or        6£  per  tie 

Rock  Island.      Placing  two  tie  -plates,  boring  4 

holes  and  driving  spikes  by  hand     14f  £    ' 

Average  by  machine 4£    "     " 

Penn.  Preparing  ties  for  screw  spikes  and 

drilling  8  holes  on  construction 

work . ....         4t    "     " 

Driving  screw  spikes  by  machine, 

aver 9j£    "   spike 

New  Haven.      Driving  screw  spikes  by  machine, 

aver 7£   "       " 

B.  &  O.  Driving  screw  spikes  by  machine, 

aver l.\i    "       " 

Penn.                  Preparing  tie   exclusive  of  treat- 
ment      5.3j£  to  15ff  per  tie 

Placing  tie  in  track  exclusive  of  lin- 
ing and  surfacing 10.6  to  19.5ff  per  tie 

A.  T.  &  S.  F.     Installing  screw  spikes  and  dowels  for  one  mile  (single  track) : 

12,000  screw  spikes  @  2.7{  each $324 

6,000  tie  plates  @  21^  each 1260 

Boring  ties  and  driving  dowels 240 

Wood  dowels 360 

Driving  screw  spikes 150 

Total..  .  12334 


202 


TRACK  SPIKES  ON  VARIOUS  RAILROADS. 


TABLE  91.  —  SPIKES  IN  USE  ON  VARIOUS  RAILROADS   (A.  R.  E.  A.). 


Railroad. 

Cut  spike. 

Screw  spike. 

Clips  used. 

Total 
length. 

Size. 

Point. 

Total 
length. 

Th'd. 

Diameter. 

Over  all. 

•N 

d  eg 
&•« 

Shank. 

li 

&* 

T3 

1 

xi 

'bl 

J 

Over  all. 

!l 

P-fl 

.g 
J 

ji 

o 

S 

M 

8 

% 

Shank. 

Thread. 

I 

A.T.&S.F  
Boston  Elevated.  . 

Boston  Elevated.  . 

Boston  &  Albany.  . 
B.  R.  &P  

6 

6A 
5  IS 
6 
5i 

Si 

6 
7 

6  A 
6 
6 
3 
ft 

si 

6 
6 

6 
e 

r>& 

6x\ 

51 

AXA 

AXA 

Chisel  

H 

IT 

71 

6A 

8f 

6 
51 

51 

4| 
41 

41 

1 
1 

1 

I 
I 

I 

1 
1 

f 

i 

11 

It 

2 
2A 

1A 

None. 
None    with 
this  spike. 
2"X2"xli" 
to  fit  con- 
tour      of 
head. 

51 

5l5B 

'51 
51 

5 
5f 

5T55 

6A 

5* 
51 
51 
51 
6 
6 
51 

51 

5| 
5A 
51 

51 
51 

1X1 

1X1 

txf 

AXA 

AXA 
! 
1X1 

txt 

1X1 
IXI 

AXA 
T95Xl9B 

txt 

1X1 

AXA 

fXf 

IXf 
IXf 

txt 

fXf 
IXf 

HXI 
fxli 
fxtt 

T^XI 
fXf 

'ixf 

IXf 

iixf 

fXf 

AXA 

i93Xr9S 
fXi 

AXA 

fXf 
fXf 
fXf 
IXi 

UXf 

ilxf 

Chisel  

Goldie.... 
Chisel  
Chisel  

Chisel  

Chisel 
rounded 
Chisel 
rounded 
Chisel  
Chisel 

U 
U 

H 
U 

H 

H 
11 

71 

B  &  O. 

6 
6 

4|| 

if 

i 

i 

f 

i 

21 

None. 

B  &  O.            ... 

Canadian     North- 
ern   
Canadian  Pacific.. 
C.  R.  R.  of  N.  J... 

C.  R.  R.  of  N.  J... 

C.C.C.&St.  L... 
C.  B.  &  Q. 

C.  B.  &Q  
C.  R.  I.  &P  
C  R  I  &  P 

Chisel  
Chisel  
Chisel  
Chisel  
Chisel  

Chisel  
Chisel  
Chisel  
Chisel  

Chisel  and 
Goldie.  . 

Chisel  

U 

U 

11 

H 
H 

11 
U 
U 
U 

U 
li 

n 

H 

H 

61 
7i 

ei 

7A 

51 
6 

51 
6 

5 
*H 

411 
51 

i 

M 

if 
i 

i 
i 

1 
f 

! 

1 
1 

i 

H 

21" 

None. 
None. 

D.  L.  &W  
Grand  Trunk  
Lehigh  &  Hudson 
River 

2 

None. 

Lehigh  Valley  
Long  Island  
Norfolk  &  Western 
N.  Y.  C.  —  Lines 
east  

§s 

f 

m 

2 

None. 

N.  Y.  C.  —  Lines 
west  

N.  Y.  N.  H.  &H.. 

6M 

8l' 

51 
61 

4i3o 
i 

i 
i 

j 

A 

§; 

i' 

\i 

2A 

None. 

N.  Y.O.  &W  
N.  P  

6 

61 

51 
6 

IXf 

AXA 

iixf 

AX| 

Chisel  
Chisel  

Penn.  —  Lines  east 

Penn.  —  Lines  west 
P.&L.E  

U 
Hex. 

None. 

H 

5* 

txi 

1X1 

iixi 

Chisel  

R.  F.  &P  

H 

513 

m 

61 
61 

61 

5 

51 

5* 

51 
5J 

5J 

IXf 

AXT98 
AXA 

IXf 

IXI 

IXI 

iixf 

Axii 

iXA 
fXU 
fxH 

!X| 

Chisel  
Chisel 
rounded 
Chisel  
Chisel  
Chisel  

Chisel. 

U 

U 
11 

M 

H 

i1 

?x 

Southern 

S.  L.  S.  F.  R.  R... 
So.  P.  (corrugated) 
So.  P.  (corrugated) 

Vandalia  

61 

H 

i 

1 

t 

i 

2 

2"     clips  — 
(use  liner) 

HOLDING  POWER  OF  SPIKES. 


203 


TABLE  92. —  HOLDING  POWER  OF  CUT  AND  SCREW  SPIKES. 


Kind  of  ties. 
(All  thoroughly  seasoned.) 

Pounds  required  to  pull  spikes  with  various  sizes  of 
holes  bored. 

Common  cut  spike. 

Screw  spike. 

No. 
hole. 

ftin. 

Jin. 

ft  in- 

|in. 

ttin. 

Red  gum  .  .  . 

Aver. 
Max. 
Min. 

Aver. 
Max. 
Min. 

Aver. 
Max. 
Min. 

Aver. 
Max. 
Min. 

Aver. 
Max. 
Min. 

Aver. 
Max. 
Min. 

Aver. 
Max. 
Min. 

Aver. 
Max. 
Min. 

Aver. 
Max. 
Min. 

3265 
3610 
2580 

4120 
4600 
3700 

3583 
4770 
2400 

2285 
2460 
2020 

3323 
3680 
2870 

2883 
3770 
2290 

2968 
4340 
1980 

4315 
5010 
3620 

6595 
8060 
5120 

3478 
4230 
2760 

3950 
4320 
3220 

3898 
4200 
3600 

1970 
2210 
1790 

3870 
4580 
2830 

3268 
3820 
2560 

2540 
3640 
1630 

6073 
7930 
4910 

7650 
8370 
6570 

2872 
3220 
2490 

3265 
3740 
2700 

3215 
3660 
2900 

1190 
1370 
860 

2275 
2840 
1920 

1928 
2320 
1570 

1913 
2540 
1280 

4207 
4950 
3750 

4853 
6080 
3630 

2786 
3195 
2330 

2812 
3300 
2220 

2800 
3710 
2280 

1713 
2220 
1000 

2282 
2640 
2070 

2020 
2080 
1880 

1718 
1840 
1640 

3108 
4370 
1400 

4760 
5210 
4110 

7,000 
7,080 
6,920 

9,055 
9,470 
8,640 

11,970 
13,450 
10,490 

6,025 
6,660 
5,300 

7,215 
8,680 
5,750 

8,555 
9,010 
8,090 

7,780 
9,900 
5,660 

Could 
not  screw 
spike  in 

Could 
not  screw 
spike  in 

10,310 
10,570 
10,050 

11,090 
12,170 
10,010 

10,990 
11,660 
10,320 

5,195 
5,770 
4,620 

8,355 
9,290 
7,420 

8,333 
9,040 
7,620 

7.295 
9,000 
5,590 

18,010 
18,650 
17,370 

13,235 
13,280 
13,190 

Red  oak  

Pine,  longleaf 

Pine,  New  Mexico.  .  . 
Pine,  shortleaf 

Douglas  fir  
Balsam 

Ohia  

Japanese  oak  

H.  B.  MacFarland,  Eng.  of  Tests,  A.  T.  &  S.  Fe\ 


Common  f  in.  cut  spike,  9|  ounces  each  or  169  spikes  per  100  Ibs.  Screw 
I  in.  spike  rolled  V.  thread  \  in.  pitch;  diam.  at  bottom  of  thread  f  in.,  19 
ounces  each  or  84  spikes  per  100  Ibs. 

Cut  spikes  driven  4f  in.  deep  with  a  maul  under  the  four  conditions  men- 
tioned. Screw  spikes,  holes  were  bored  and  the  spikes  screwed  in  for  5  in. 


204 


HOLDING  POWER  OF  SPIKES. 


TABLE  93.  —  HOLDING  POWER  OF  CUT  AND  SCREW  SPIKES. 
(Forest  Service,  Circular  46.) 


Kind  of  timber. 

Pounds  required  to  pull  spike. 

Ratio 
of  screw 
over 
com- 
mon. 

Condition  of 
timber. 

Com- 
mon 
spike. 

No.  of 

tests. 

Screw 
spike. 

No.  of 

tests. 

Oak,  white  

Aver. 

6950 

5 

13,026 

5 

1.88 

Partially 

Max. 

7870 

14,940 

seasoned 

Min. 

6160 

11,050 

Oak,  red  

Aver. 

4342 

5 

11,240 

8 

2.61 

Seasoned. 

Max. 

5300 

13,530 

Min. 

3490 

8,900 

Pine,  loblolly  

Aver. 

3670 

28 

7,748 

26 

2.11 

Seasoned. 

Max. 

6000 

14,680 

Min. 

2320 

4,170 

Catalpa,  hardy  

Aver. 

3224 

12 

8,261 

2.53 

Green. 

Max. 

4000 

9,440 

Min. 

2190 

6,280 

Catalpa,  common  .  .  . 

Aver. 

2887 

11 

6,939 

11 

2.42 

Green. 

Max. 

4500 

8,340 

Min. 

2240 

5,890 

Chestnut  

Aver. 

2980 

4 

9,418 

5 

3.15 

Seasoned. 

Max. 

3220 

11,150 

Min. 

2600 

7,470 

In  making  a  comparison  of  the  holding  power  of  cut  spikes  and 
screw  spikes,  the  tables  indicate  that  the  screw  spike  has  a  holding 
power  double  to  three  times  that  of  the  cut  spike.  The  least  ratio 
of  the  screw  spike  over  the  common  spike  is  1.88  for  white  oak 
only  partially  seasoned  but  the  majority  of  tests  on  seasoned  as 
well  as  green  timber  give  a  ratio  from  2.11  to  3.15  in  favor  of  the 
screw  spike.  The  reasons  for  and  against  screw  spikes  are  dis- 
cussed on  page  198. 

Ordinary  track  spikes  are  made  of  open  hearth  steel,  heat 
treated,  a  sample  of  the  spike  usually  being  furnished  by  the 
manufacturer  before  the  order  is  filled. 


TIE  PLATES.  205 

Tie  Plates.  —  Tie  plates  increase  the  life  of  ties  and  prevent 
spreading  of  track,  canting  of  rails  and  the  cutting  of  ties  by  rail 
pressure,  and  excepting  at  joints  are  usually  placed  in  pairs,  one 
on  each  end  of  the  same  tie. 

The  first  plates  put  into  service  were  flat  and  thin  and  soon 
cupped  and  gave  out  under  traffic;  to  strengthen  the  plate  it  was 
made  heavier  but  the  thicker  metal  cut  the  surface  of  both  sides 
of  the  outside  spike.  To  protect  the  spike  a  shoulder  was  intro- 
duced and  the  plate  in  this  form  was  very  satisfactory  but  it  was 
found  to  rattle  under  traffic,  when  spikes  were  loosened.  To 
overcome  this  trouble  and  at  the  same  time  to  increase  the  lateral 
holding  efficiency  of  the  plate,  ribs  and  other  projections  were 
inserted  underneath.  Deep  ribs  under  the  plate  are  said  to  be 
a  source  of  weakness  to  the  tie  as  it  cuts  into  and  destroys  the 
fibers;  for  this  reason  and  also  to  allow  of  shimming  under  the 
plate  the  ribs  are  made  very  low.  Flat  bottom  plates  are  also 
used  made  extra  heavy  and  sometimes  with  a  camber  to  prevent 
rattling,  and  in  some  cases  the  plate  is  attached  independently 
to  the  tie  with  lag  screws. 

When  screw  spikes  are  used  almost  invariably  the  plates  are 
flat.  The  plates  in  use  vary  in  size  from  5  in.  X  8  in.  X  f  in.,  to 
10  in.  X  10  in.  X  A  m->  and  the  average  weight  per  plate  is 
about  7  Ib. 

To  hold  the  tie  plate  to  the  tie  and  prevent  movement  between 
the  plate  and  the  tie,  cut  spikes  are  sometimes  used  independent 
of  those  that  secure  the  rail,  as  shown,  Fig.  60. 

Screw  spikes  or  lag  screws  are  also  used  for  this  purpose,  in- 
dependent of  the  fastenings  used  to  secure  the  rail.  The  standard 
tie  plate  on  the  P.  L.  &  E.  R.  R.,  Fig.  61,  cut  spikes  are  used  to 
secure  the  rail,  and  lag  or  screw  spikes  to  hold  the  plate. 

The  Lundie  tie  plate  with  an  inclined  face  is  shown,  Fig.  62. 

Fig.  60a  shows  a  screw  spike  tie  plate  with  rail,  D.  L.  &  W.  R.  R. ; 
the  plate  is  held  to  the  tie  by  lag  screws.  A  hook  shoulder  tie 
plate  used  on  the  same  road  is  shown,  Fig.  61a;  the  plate  is 
secured  to  the  tie  by  screw  spikes  and  the  rail  by  a  hook  on  one 
side  and  a  screw  or  cut  spike  on  the  other. 


CUT  SPIKE  TIE  PLATES. 


SCREW  SPIKE  TIE  PLATES. 
-B- 


•£H^£^r-£:  - 


Typical,  4  Hole. 


Typical  4  Hole. 

101  Lbs. 


SECTION  *- 

Fig.  60.    Std.  Tie  Plate,  P.  R.  R. 


Fig.  60a.     Screw  Spike  Tie  Plate, 
D  L  &W 

^.     ^ 


PLAN  -  PLAN       SECTION 

Fig.  61.     Std,  Tie  Plate,  P.  L.  &  E.  R.     FiS-  61a-    Hook  Shoulder  Tie  Plate. 


Center  Hn«  of  Plate 


I 

M2V^                             29x» 

llV 

GK**'             •¥ 

jtlLIZL          i*5/fu         *$>> 

-aA'j  fi/*_- 
Tl*fT*^J* 

Ms 

*z:            f 

Dircular 
)amber, 
ft.  Had. 

•<                                 8  6  *                                % 

V20                  _JX 

0.8625-g       1-.20   i-0.04S5"       fO.OMb"        J-O.UWV 

(206) 


Fig.  62.     Lundie  Tie  Plate. 


TIE  PLATES. 


207 


TABLE  94.  — TIE  PLATES. 
USED  BY  A  NUMBER  OF  RAILROADS. 


Size. 

Number  of  ties  per 

mile. 

Bearing 
area, 
sq.  in. 

Railroad. 

Width, 

Length, 

Thick- 

Weight 

plate, 
Ib. 

No.  of 
ribs. 

2800. 

3000. 

3200. 

in. 

in 

ness, 
in. 

Wt.per 
mile, 

Wt.per 
mile, 

Wt.  per 

mile, 

Ib. 

Ib. 

Ib. 

40 

N.  Y.  N.  H.  &H  

5 

8 

i 

4.9 

4 

27,500 

29,400 

31,360 

4H 

Boston  &  Maine  

5 

H 

i 

5.3 

4 

29,680 

31,800 

33,920 

51 

Chicago  &  Alton  

6 

$i 

i 

7.0 

39,200 

42,000 

44,800 

51 

M.  St.  P.  &S.  S.  M.... 

6 

s$ 

i 

5.6 

Wol'r 

31,360 

33,600 

35,840 

51 

Missouri  Pacific  

6 

tt 

H 

7.2 

4 

40,320 

43,200 

46,080 

55i 

Canadian  Pacific  

Si 

8i 

* 

6.2 

4 

34,720 

37,200 

39,680 

59* 

Great  Northern  

7 

81 

H 

7.8 

4 

43,680 

46,800 

49,920 

63| 

Illinois  Central  

7i 

8| 

/5 

7.8 

Sellers 

43,680 

46,800 

49,920 

67J 

A.  T.  &S.  F  

7i 

9 

1 

9.8 

2 

50,400 

54,000 

57,600 

70 

Union  Pacific 

8 

8| 

/B 

66 

Nil 

36,960 

39,600 

42,240 

70 

Penn.  —  Lines  west  .  .  . 

7 

10 

I 

11.7 

Nil 

65,520 

70,200 

74,880 

74f 

Penn.  —  Lines  west  .  .  . 

7 

10| 

I 

11.8 

Nil 

66,080 

70,800 

75,520 

100 

Southern  Pacific  

8 

8f 

/* 

6.6 

Nil 

36,960 

39,600 

42,240 

APPROXIMATE  COST,  C.  P.  R.  TIE  PLATES. 


- 

Average,  Ib. 

Per  100  Ib. 

Per  plate, 
cents. 

85  Ib  rail  shoulder  tie  plate 

7 

-<1   75 

121 

85  Ib  rail  taper  tie  plate 

8 

1.75 

14 

85  Ib  rail  Sellers  bottom  tie  plate 

|| 

1.75 

U| 

85  Ib  rail  Sellers  improved  tie  plate 

7i 

1.75 

13} 

With  ordinary  labor  it  costs  from  5  to  10  cents  per  plate  to  put 
on  tie  plates.  This  includes  adzing  ties,  plugging  old  holes, 
respiking  and  gauging, 


208 


TURNOUTS. 


Turnouts.  —  The  turnout  includes  the  switch,  frog,  guards, 
lead  rails,  etc.,  Fig.  63,  and  is  the  arrangement  by  which  an  engine 
and  train  pass  from  one  track  to  the  other. 

A  train  approaching  the  turnout  so  as  to  pass  the  switch 
point  first  is  said  to  "  face  "  the  switch,  and  when  it  approaches 
in  the  opposite  direction,  passing  the  frog  first,  it  is  said  to 
"  trail  "  the  switch.  To  reduce  the  danger  of  derailment,  espe- 
cially on  high  speed. main  lines  on  double  track,  the  turnouts 
are  installed  to  trail  the  switches  as  far  as  possible. 

Looking  at  the  turnout  from  the  switch  towards  the  frog,  the 
turnout  is  said  to  be  "  left-handed  "  when  it  turns  out  towards 
the  left,  and  "  right-handed  "  when  it  diverges^towards  the  right. 

A  summary  of  the  various  items  that  go  to  make  up  a  complete 
turnout,  together  with  their  approximate  cost  for  a  No.  7  and 
a  No.  9  turnout,  is  as  follows: 


APPROXIMATE  COST  OF  NO.  7  AND  NO.  9  85-LB.  TURNOUTS  (SPRING  FROGS). 


Items. 

New  turnout. 

Relaying  all  new 
rail. 

Relaying  second 
hand  rail. 

No.  7. 

No.  9. 

No.  7. 

No.  9. 

No.  7. 

No.  9. 

Switch  and  frog  material  .  .  . 
Lead  rail  and  fastenings  
Ties,  gravel  ballast,  etc.  .  .  . 
Total  cost  com.  in  place  .  . 

$114.12 

202.88 
178.00 

$127.74 
232.26 
221.00 

$95.90 
202.88 
153.22 

$109.52 
232.26 
176.22 

$95.90 
143.34 
129.76 

$109.52 
163.27 
140.21 

$495.00 

$581.001452.00 

$518.00 

$369.00 

$413.00 

Deduct  credit  for  any  turnout  removed. 

The  use  of  a  rigid  in  place  of  a  spring  frog  will  reduce  the  total  figure  in 
each  case  by  $12.00. 

The  rails  of  the  frog  are  always  made  straight. 

The  lead  rail  between  the  switch  point  and  frog  is  curved  to 
a  circular  arc  which  is  tangent  both  to  the  switch  rail  and  the 
wing  rail. 

For  itemized  statement  of  the  foregoing  figures  showing  in  de- 
tail how  the  totals  are  arrived  at  for  the  turnouts  see,  page  210. 


9 
as 

2 

t? 

it 


(209) 


210 


DETAILED  COST  OF  TURNOUTS. 


APPROXIMATE  COST  OF  A  NO.  9  85-LB.  TURNOUT  WITH  NEW  RAIL, 
WITH  RELAY  RAIL  AND  WITH  SECOND   HAND   RAIL. 


Material. 

85-lb.  rail. 

Cost  of  a  new 
No.  9  turnout. 

Relaying. 

With  all  new 
rail. 

With  second 
hand  rail. 

Switch  and  frog  material: 
2  switch  points     

$22.90 
4.42 
1.51 
1.42 
2.34 
6.38 
2.10 
12.95 
50.02 
7.15 
2.80 
3.26 
3.75 
0.45         » 
0.21 

$22.90 
4.42       . 
1.51 
1.42 
2.34 
6.38         \ 
2.10 

'50.02 
7.15 
2.80 
3.26 

$22.90 
4.42 
1.51 
1.42 
2.34 
6.38 
2.10 

'56:62 
7.15 
2.80 
3.26 

2  heel  castings  

1  switch  rod  No  2 

1  set  rail  braces  

1  switch  stand  

2  guard  rails  
2  guard  rail  center  clamps  

1  switch  lamp  
1  lock 

1  chain  

Stores  charges  5  per  cent  

$121.66 
6.08 

$104.30 
5.22 

$104.30 
5.22 

Total  switch  and  frog  material  
Rails  and  fastenings: 
No.  9. 
5  43  tons  rail                       

$127.74 

$179.00 
13.50 
2.36 
10.40 
27.00 

$109.52 

$179.00 
13.50 
2.36 
10.40 
27.00 

$108.60 
13.50 
2.37 
10.80 
28.00 

$109.52 

0  30  tons  angle  bars  

0.03  tons  bolts  
0  20  tons  spikes 

200    tie  plates  

Total  rails  and  fastenings  

$232.26 

$60.00 
101.00 
60.00 

$232.26 

$ioi.66 

60.00 
15.22 

$75:66 
50.00 
15.21 

$163.27 

Miscellaneous: 
Ballast  gravel,  120  cu.  yd.  (No.  9) 

Ties,  80  cu.  yd.  (No.  7)  

Labor  laying  turnout  
Labor  taking  up  old  turnout  

Total  miscellaneous  

$221.00 

$176.22 

$140.21 

Grand  total.. 

$581.00 

$518.00 

$413.00 
? 

Deduct  proper  credit  for  turnout  removed  
Final  total 

$581.00 

? 

•f 

From  the  foregoing  it  will  be  noted  that  the  cost  of  a  new 
No.  9  turnout  is  $581  which  may  be  briefly  summarized  as 
follows: 

Switch  and  frog  material $127 . 74 

Rails  and  fastenings 232. 26 

Miscellaneous  . .  221 . 00 


Total $581 .00 

For  relaying  with  all  new  rail,  the  cost  is  less  on  account  of  some 
of  the  items  being  on  hand,  and  when  second  hand  material  is  used 
the  cost  is  reduced  about  25%. 


DETAILED   COST  OF  TURNOUTS. 


211 


APPROXIMATE  COST  OF  A   NO.  7  85-LB.  TURNOUT  WITH  NEW  RAIL, 
WITH   RELAY   RAIL  AND  WITH  SECOND  HAND  RAIL. 


Material. 

85-lb.  rail. 

Cost  of  a  new 
No.  7  turnout. 

Relaying. 

With  all  new 
rail. 

With  second 
hand  rail. 

Switch  and  frog  material: 
2  switch  points 

$22.90 
4.42 
1.51 
1.42 
2.34 
6.38 
2.10 
12.95 
37.05 
7.15 
2.80 
3.26 
3.75 
0.45 
0.21 

$22.90 
4.42 
1.51 
1.42 
2.34 
6.38 
2.10 

1.  15 
2.80 
3.26 

$22.90 
4.42 
1  51 
1.42 
2.34 
6.38 
2.10 

37.05 
7.15 
2.80 
3.26 

2  heel  castings  

1  switch  rod,  No.  1                      

1  switch  rod,  No   2 

2  plate  rods 

1  set  elevation  plates 

1  switch  stand                                

2  guard  rails                     

2  guard  rail  center  clamps                           .    .  . 

1  switch  lamp 

1  lock 

1  chain  

Stores  charges  5  per  cent  

$108.69 
5.43 

$91.33 
4.57 

$91.33 
4  57 

$114.12 

$151.54 
11.25 
2.37 
9.72 
28.00 

$95.90 

$151.54 
11.25 
2.37 
9.72 
28.00 

$92.00 
11.25 
2.37 
9.72 
28.00 

$95.90 

Rails  and  fastenings: 
No.  7. 
4  60  tons  rails                                    

0  25  tons  angle  bars 

0.03  tons  bolts  
0.  18  tons  spikes  

200    tie  plates  
Total  rails  and  fastenings  

$202.88 

$40.00 
88.00 
50.00 

$202.88 

$88'  00 
50.00 
15.22 

$65  :  66 

50.00 
14.76 

$143.34 

Miscellaneous: 
Ballast  gravel   120  cu  yd   (No.  9) 

Ties,  80  cu.  yd.  (No.  7)  
Laborla  ying  turnout 

I<abor  taking  up  old  turnout  

Total  miscellaneous 

$178.00 

$153.22 

$129.76 

Grand  total  

$495.00 

$452.00 

$369.00 

Deduct  proper  credit  for  turnout  removed  .  . 
Final  total  

$495.00 

? 

? 

Note.  —  The  use  of  a  rigid  instead  of  a  spring  frog  would  reduce  the  total  $12.00  in  each  case. 


From  the  foregoing  it  will  be  noted  that  the  cost  of  a  new  No.  7 
turnout  is  $495  which  may  be  briefly  summarized  as  follows : 

Switch  and  frog  material $114 . 12 

Rails  and  fastenings 1 202. 88 

Miscellaneous . .  1 78 . 00 


Total $495.00 

For  relaying  with  all  new  rail,  the  cost  is  less  on  account  of  some 
of  the  items  being  on  hard,  and  when  second  hand  material  is  used 
the  cost  is  reduced  about  25%. 


THEORETICAL  AND  PRACTICAL  SWITCH  LEA^S.        213 

TABLE  95.  — TABLE  OF  THEORETICAL  AND  PRACTICAL  SWITCH  LEADS. 

(Amer.  Ry.  Eng.  Assoc.) 
In  all  cases  gage  is  considered  4  ft.  8}  in. 

Properties  of  frogs.    Thickness  of  all  frog  points  OJ  in. 


Ar  =  frog 
number. 

F  =  frog  angle. 

W  =  length 
point  to 
toe. 

K  =  length 
point  to 
heel. 

Total 
length. 

Spread  at 
toe. 

Spread  at 
heel. 

I. 

n. 

III. 

IV. 

V. 

VI. 

VII. 

Deg.  Min.    Sec. 

Ft.    In. 

Ft.      In. 

Ft.      In. 

Feet. 

Feet. 

4 

14        15        00 

3        2 

5        4 

8         6 

0.79 

.32 

5 

11        25        16 

3        7 

6       5 

10         0 

0.71 

.28 

6 

9        31        38 

4        0 

7        0 

11          0 

0.66 

.16 

7 

8        10        16 

4        5 

8        1 

12         6 

0.63 

.15 

8 

7        09        10 

4        9 

8        9 

13         6 

0.59 

.09 

9 

6        21        35 

6        0 

10        0 

16         0 

0.67 

1.11 

N 

6        01        32 

6        0 

10        0 

16         0 

0.63 

1.05 

10 

5        43        29 

6        0 

10        6 

16         6 

0.60 

1.05 

11 

5        12        18 

6        0 

11        6 

17         6 

0.54 

1.05 

12 

4        46        19 

6        5 

12        1 

18         6 

0.53 

1.01 

15 

3        49        06 

7        8 

14      10 

22         6 

0.51 

0.99 

16 

3        34        47 

8        0 

16        0 

24         0 

0.50 

1.00 

18 

3        10        56 

8      10 

17        8 

26         6 

0.49 

0.98 

20 

2        51        51 

9        8 

19        4 

29         0 

0.48 

0.97 

24 

2        23        13 

11        4 

23        2 

34         6 

0.47 

0.97 

Properties  of  switches. 
For  all  switches  thick- 

ness of  point  =  OJ  in. 

Theoretical  leads. 

and  heel  distance 

=  H  =  61  in. 

N  =  frog 

number. 

Distance 

S  = 
length  of 
switch 
rail. 

a  =  switch 
angle. 

R  =  ra- 
dius of 
center 
line. 

D  =  degree 
of  lead  curve. 

point  of 
switch  rail 
to  theoreti- 
cal point  of 
frog. 

Closure 
straight 
rail. 

Closure 
curved 
rail. 

I. 

VIII. 

IX. 

X. 

XI. 

XII. 

XIII. 

XIV. 

Ft.    In. 

Deg.  Min.  Sec. 

Feet. 

Deg.  Min.  Sec. 

Feet. 

Feet. 

Feet. 

4 

11      0 

2      36      19 

112.26 

52      53      56 

37.05 

22.88 

23.29 

5 

11      0 

2      36      19 

i&.zi 

31      40      24 

42.77 

28.19 

28.55 

6 

11      0 

2      36      19 

273.95 

21      01      58 

48.11 

33.11 

33.38 

7 

16 

44      11 

364.88 

15      47      19 

61.94 

41.02 

41.24 

8 

16 

44      11 

488.71 

11      44      40 

67.47 

46.22 

46.42 

9 

16 

44      11 

616.27 

9      18      27 

72.24 

49.74 

49.92 

N 

16 

44      11 

699.97 

8      11      33 

74.90 

52.40 

52.58 

10 

16 

44      11 

790.25 

7      15      18 

•77.51 

55.01 

55.17 

n 

22 

1      18        8 

940.21 

6      05      48 

92.06 

64.06 

64.20 

12 

22      0 

1      18        8 

1136.34 

5      02      38 

97.25 

68.83 

68.96 

15 

33      0 

0      52        5 

1744.38 

3      17      01 

133.02 

92.36 

92.46 

16 

33      0 

0      52        5 

2005.98 

2      51      24 

135.95 

94.95 

95.05 

18 

33      0 

0      52        5 

2587.66 

2      12      52 

146.38 

104.54 

104.61 

20 

33      0 

0      52        5 

3262.98 

1      45      22 

156.35 

113.68 

113.76 

24 

33      0 

0      52        5 

4932.77 

1      09      42 

175.09 

130.66 

130.77 

214   THEORETICAL  AND  PRACTICAL  SWITCH  LEADS. 


TABLE   95    (Continued).  —TABLE    OF   THEORETICAL    AND   PRACTICAL    SWITCH 

LEADS. 

In  all  cases  gage  is  considered  4  ft.  8J  in. 

Practical  leads. 


If  =  frog 
number. 

R!  =  ra- 
dius of 
center 
line. 

DI  =  degree 
of  lead  curve. 

Rectangular  co-ordinates  to  the  quarter  and  center 
points  on  gage  side  of  curved  rail,  referred  to 
point  of  switch  rail  as  origin. 

X. 

*i. 

X2. 

Y. 

YL 

Y2. 

I. 

XV. 

XVI. 

XVII. 

XVIII. 

XIX. 

XX. 

XXL 

XXII. 

Feet. 

Deg.Min.Sec. 

Feet. 

Feet. 

Feet. 

Feet. 

Feet. 

Feet. 

4 
5 
6 

110.69 
174.34 
265.39 

53      42      24 
33      19      57 
21      43      04 

17.74 

17.78 
19.07 

23.44 
24.54 
27.13 

29.75 
31.27 
35.15 

0.97 
0.95 
1.01 

1.67 
1.61 
1.74 

2.79 
2.62 
2.72 

7 
8 
9 

362.08 
487.48 
605.18 

15      52      29 

11      46      27 
9      28      42 

26.72 

28.37 
28.75 

36.93 
39.91 
40.98 

47.11 
51.45 
53.19 

0.97 

.02 
.02 

1.71 
1.78 
1.76 

2.74 
2.91 
2.75 

9* 
10 
11 

695.45 
790.25 
922.65 

8      14      45 
7      15      18 
6      12     47 

30.31 
30.28 
40.74 

43.35 
44.05 
56.47 

56.37 
57.81 
72.19 

.06 
.06 
.08 

1.82 
1.84 
1.84 

2.83 

2.85 
2.87 

13 
15 
16 

1098.73 
1744.38 
1993.24 

5      12      59 
3      17      01 
2      52      59 

43.99 
55.49 
58.16 

60.65 
77.95 
81.76 

77.28 
100.41 
105.35 

.15 
.01 
.04 

1.90 
1.78 
1.82 

2.91 

2.85 
2.87 

18 
20 
24 

2546.31 
3257.26 
4886.16 

2      14      31 
1      45      32 
1      10      21 

58.73 
61.84 
67.82 

84.46 
90.21 
100.21 

110.10 
118.59 
132.59 

.04 
.08 
.27 

1.82 
1.88 
1.97 

2.86 
2.93 
3.00 

Practical  leads. 


LI  =  dis- 

Lead = 

Ts  =  tan- 

Tf  =  tan- 

tance ac- 

distance 

JV  =  frog 
number. 

•gent  ad- 
jacent to 
switch 

gent  ad- 
jacent to 
toe  of 

tual  point 
of  switch 
rail  to  theo- 

actual point 
of  switch 
rail  to  ac- 

Closure for  straight 
rail. 

Closure  for 
curved  rail. 

rail. 

frog. 

retical 

tual  point 

point  of  frog. 

of  frog. 

I. 

XXIII. 

XXIV. 

XXV. 

XXVI. 

XXVII. 

XXVIII. 

Feet. 

Feet. 

Feet. 

Feet. 

4 

1.03 

0.00 

37.77 

37.94 

1-23.60 

1-24 

5 

0.00 

0.82 

42.26 

42.47 

1-27.68 

1-28 

6 

0.00 

0.66 

47.73 

47.98 

1-32.73 

1-33 

7 

0.00 

0.19 

61.81 

62.10 

1-13.89    1-27 

1-14.11    1-27 

8 

0.30 

0.00 

67.65 

67.98 

1-16.40    1-30 

1-16.60    1-30 

9 

0.00 

0.57 

71.91 

72.28 

1-16.41    1-33 

1-16.59    1-33 

9i 

0.76 

0.00 

75.32 

75.71 

1-25.82     1-27 

1-26          1-27 

10 

0.00 

0.00 

77.51 

77.93 

1-27          1-28 

1-27.17    1-28 

11 

2.99 

0.00 

93.85 

94.31 

1-32.85    1-33 

2-33 

13 

5.33 

0.00 

100.30 

100.86 

1-23.88    2-24 

3-24 

15 

0.00 

0.00 

132.66 

133.28 

2-33          1-25.9 

2-33          1-26 

16 

1.56 

0.00 

136.90 

137.57 

1-29.90    2-33 

1-30         2-33 

18 

0.00 

1.08 

145.76 

146.51 

1-25.93    3-26 

4-26 

20 

0.44 

0.00 

156.59 

157.42 

1-26.92    2-27     1-33 

3-27          1-33 

24 

2.43 

0.00 

176.22 

177.22 

1-32.89    3-33 

4-33 

SWITCHES. 


215 


Switches.  —  The  switches  in  common  use  for  turnouts  are 
the  stub  and  split  or  point  switch.  If  the  ends  of  the  rails  are 
cut  off  at  a  bevel  so  as  to  lap  slightly  when  thrown  it  is  called  a 
lap  switch. 

The  fixed  end  of  the  switch  is  called  the  heel,  the  movable 
end  the  toe;  the  heel  is  nearest  the  frog  and  the  toe  is  practi- 
cally the  switch  point;  from  toe  to  heel  is  the  length  of  switch. 

The  throw  is  the  distance  over  which  the  free  end  moves  when 
thrown. 

Turnout  between  switch  and  frog  is  usually  made  a  simple 
circular  curve. 

Stub  Switch.  —  The  ordinary  stub  switch  breaks  the  continuity 
of  the  main  line  in  three  places,  two  at  the  switch  head  block  and 
one  at  the  frog.  Owing  to  the  pounding  of  wheels  over  the  open 
space,  account  settlement  of  head  block,  and  to  expansion  and 
contraction  of  rail,  rendering  the  joints  tight  in  summer  and  open 
in  winter,  and  the  liability  of  derailment  should  a  train  trail  the 
switch,  their  use  has  been  practically  abandoned  except  in  iso- 
lated tracks  in  yards  or  at  points  seldom  in  service. 

Slip  Switches.  —  Slip  switches  are  used  where  space  is  insuffi- 
cient for  ordinary  turnouts  or  crossovers.  Single  slip  is  used 
when  only  one  crossover  track  is  required,  double  slips  when  two 
crossovers  are  necessary.  The  switches  are  operated  simul- 
taneously from  a  central  "  slip  switch  stand."  Each  end  of  a 
slip  has  a  special  twin  split  switch,  which  forms  tjie  entrance  to 
the  crossovers,  each  crossover  containing  one  right  and  one  left 
turnout.  The  A.  R.  E.  A.  recommended  typical  types  of  slip 
switches  are  shown,  Fig.  73. 


APPROXIMATE  COST  OF  SWITCHES  ONLY. 


Switches. 

Approximate 
cost. 

Laying  and  surfacing. 

Approximate 
cost. 

$25  00  to  $35  00 

Stub  switch 

$25  00  to  $35  00 

New  main  line  split  
New  main  line  slip  switch  (single) 
New  main  line  slip  switch  (double) 

Tie  rods  (6) 

35.00to    65.00 
60.00to    80.00 
70.00  to  100.00 

$12  at  4£  per  Ib. 

Main  line  switch  (split)  .  . 
Switches  in  large  yards.  . 
Taking  up  and  relaying 
switch  
Slip  switch,  single  

30.  00  to    50.00 
30.  00  to   40.00 

30.  00  to   50.00 
50.00  to   70  00 

Tie  plates  or  rail  braces  15^  each.  . 

$2  .  70  per  turnout 

Slip  switch,  double  

60.00  to  100.00 

216 


POINT  SWITCHES. 


Point  Switches.  —  16  J  ft.  switch  point  is  recommended  by  the 
A.  R.  E.  A.  for  No.  8  frog;  22  ft.  for  No.  11  and  33  ft.  for  No.  16. 

In  choosing  the  length  of  a  switch,  it  will  be  noted  that  the 
degree  of  turnout  curve  tends  to  increase  as  the  switch  length 
increases,  with  reference  to  a  particular  frog;  the  longer  the 
switch  length,  however,  the  easier  will  be  the  change  in  direction 
for  comfortable  passenger  service. 


Head  of  point  rails  planed  down  from  C  to  D 
Points  %"  lower  than  stock  rails 


Point  rails  level  with  stock  rails 


I     Throw  Rod  furnished  with    Point  rails  level  from  B  t»C 
I    \        Switch-Stand  \  ^'higher  than  stock  rails 

'  Ml 


LflaMBffiteSw?t] 


P'l-t^Of^a.,,!  ,     ^    !>,,'         y,,'     \  "^&     '" 

f,  b*nt  M-  ~ €? -f  T~---3^h-Z-~3:£~3^  SECTION  OF  SWITCH  RAIL 

s  £V:LJ±± — M 3S«^SJ«-i-  to  flt  H.»     f^KSa 

«    t>     D     6_!1    .l-.l-  r"  ^1        A"  L  C"  Ct^tr.'Tr,      n        r»  /SjjIICe    aBJ     11C61 


l"Turacd  Bolt 
-j"2/j Cotter  Pin 

AT  E 


to  make  good  bearicg  for  Pipe  Collar 


SECTION  F-F 


HEEL  BLOCK 

Fig.  66.     P.  R.  R.  Standard  18-ft.  Point  Switch  for  85-  and  100-lb.  Rails. 
BILL  OF  MATERIAL. 


No.  of 
pieces. 


2 

25 

8 


Description. 


Switch  point  rails  (with  foot  guards,  sockets  and  bolts  complete). 
Switch  plates  (complete). 

Adjustable  braces  (with  bolts,  nut  locks,  double  nuts  and  mal- 
leable washers). 
Rods  (complete). 

If  heel  blocks  are  desired  the  following  must  be  included: 
Heel  blocks  (with  bolts  and  pipe  collars  complete). 
Splices  (bent  and  reamed  as  shown). 


SWITCH  STANDS.  217 

From  a  theoretical  standpoint,  the  ideal  relation  exists  when 
the  switch  angle  is  no  greater  than  one-fourth  the  frog  angle, 
although  quite  satisfactory  results  are  obtained  when  the  ratio 
is  as  low  as  one  to  three  and  a  half. 

Usually  the  space  available  and  service  required,  whether 
high  or  low  speed,  determines  the  number  of  frog  and  the  length 
of  switch  most  suitable  for  the  frog  selected. 

No.  6  frog  is  usually  the  minimum  permissible. 

No.  8  frog  is  common  for  main  track  connections  to  spurs, 
set  off  sidings,  yard  ladders,  etc.,  when  speed  in  operating  does 
not  exceed  15  miles  per  hour. 

No.  11  frog  for  main  track  turnouts  and  crossovers  for  moder- 
ate speed,  and  No.  16  where  high  speed  is  maintained. 

Switch  Points.  —  The  reinforced  high  grade  steel  switch  point 
rail  is  in  general  use  for  main  line  track.  The  purpose  of  rein- 
forcing is  to  provide  extra  strength  in  case  of  breaks  rather  than 
to  strengthen  the  switch  point. 

The  cost  of  reinforcing  is  about  $1.25  per  point  extra. 

For  split  switches  in  common  use  the  reinforced  point  is 
recommended. 

For  yardwork  at  inside  switches  the  manganese  separable 
switch  point  is  recommended. 

No  switch  point  shorter  than  12  ft.  should  be  used. 

Switch  Stands.  —  The  switch  stands  in  general  use  are  of  two 
types  commonly  called  the  rigid  and  automatic.  The  rigid 
stand  has  a  positive  connection  between  the  stand  and  the 
switch  so  that  when  run  through,  the  stand  or  the  connecting 
rod  to  the  stand  will  be  broken  or  so  damaged  that  it  must  be 
reported  and  repaired  before  it  can  be  used  again. 

The  automatic  stand  is  equipped  with  a  spring  so  that  if  run 
through,  the  points  will  automatically  open  and  close  without 
apparent  damage  to  the  switch  connections;  for  this  reason  it 
is  said  to  be  an  invitation  to  trainmen  to  go  through  without 
throwing  the  switch,  as  the  spring  permits  them  to  do  so  with- 
out breaking  the  points  or  connecting  rods;  but  in  so  doing  the 
spring  may  be  weakened  and  the  point  opened  sufficient  to 
endanger  the  next  train  passing  in  a  facing  point  direction. 
Another  objection  to  the  spring  is  that  anything  falling  on  the 
switch  from  the  train,  or  snow  clogging  the  spring,  will  allow  it 


218 


SWITCH  STANDS. 


FROGS.  219 

to  close  although  the  points  may  not  be  precisely  tight  against 

the  stock  rail. 

Approximate  cost  split  switch  stands  only: 

Automatic $14.00  to  $16.00 

High 20. 00  to    25.00 

Intermediate 17. 00  to    22.00 

Low 10. 00  to    15.00 

•Ramapo  stub  switch  stand 9. 00  to    16.00 

Lamps 4. 00  to      5.00 

Lock  and  chain 0 . 50  to      0 . 75 

Head  chain  (2) $3  at  3£  cts.  per  Ib. 

The  stand  should  be  as  simple  as  possible,  preferably  the  shaft 
and  lever  should  be  a  one-piece  forging  and  the  frame  of  malle- 
able metal  which  twists  rather  than  breaks. 

The  average  cost  of  the  rigid  type  of  stand  with  target  is  $11.00. 

The  average  cost  of  the  automatic  type  of  stand  with  target 
is  $14.00. 

A  high  switch  stand  should  be  used  on  all  main  line  switches 
and  a  low  stand  for  secondary  tracks  at  stations,  sidings  and 
for  the  outside  of  ladder  tracks. 

For  yard  stands  for  inside  switches  and  ladder  tracks,  a  ground 
throw  stand  is  preferred,  designed  so  as  to  throw  on  a  vertical 
plane  parallel  with  the  track  instead  of  a  horizontal  plane.  In 
this  way  danger  to  switchmen  is  reduced. 

Switch  Targets.  —  It  is  the  practice  to  use  the  single  target  or 
stands  showing  no  signals  for  a  clear  track  except  by  a  light  at 
night. 

Enameled  targets  are  used  to  a  great  extent  as  they  retain 
their  brightness  longer  than  painted  targets. 

The  bull's-eye  target  with  the  light  in  the  center  is  considered 
good  practice  for  yard  stands.  It  is  usually  not  the  practice 
to  use  lights  or  switch  stands  within  200  ft.  of  a  semaphore. 
The  use  of  a  distinct  color  for  the  targets  of  secondary  switches 
is  quite  common,  yellow  being  the  color  usually  adopted. 

Frogs.  —  The  frog  is  a  device  whereby  the  rail  at  the  turnout 
curve  crosses  the  main  track  rail,  and  is  represented  by  Fig.  66b, 
with  all  the  parts  designated  in  the  terms  generally  used. 

Foot  guards  are  inserted  in  the  angle  of  frogs,  heel  of  switches 
and  ends  of  guard  rails  to  protect  employees  from  getting  their 
feet  caught. 


220 


PROPERTIES  OF  FROGS. 


Mouth 


Fig.  66b. 

The  frog  number  is  the  proportion  of  its  length  into  its  breadth 
or  spread.     Frog  angle  =  cb  -r-  (ab  +  cd). 


Fig.  66c. 

Example.  —  ab  =  4  inches,  cd  =  8  inches,  be  —  84.  84  -f- 
(8  inches  +  4  inches)  =  7.  Angle  or  spread  of  frog  is  1  in  7,  or 
No.  7  frog. 


PROPERTIES  OF  FROGS. 
Thickness  of  all  frog  points  0|  in.  (4  ft.  8£  in.  gage). 


Frog 

Frog  angle. 

Length  of 
point  to  toe. 

Length  of 
point  to 
heel. 

Total 
length. 

Spread  at 
toe. 

Spread  at 
heel. 

number. 

F. 

W. 

K. 

L. 

T. 

H. 

Deg.  Min.  Sec. 

Ft.      In. 

Ft.       In. 

Ft.       In. 

Feet. 

Feet. 

7 

8    10    16 

4      5 

8        1 

12-       6 

0.60 

.15 

8 

7    09     10 

4      9 

8      9 

13      6 

0.59 

.09 

9 

6    21    35 

6      0 

10      0 

16      0 

0.67 

.11 

10 

5    43    29 

6      0 

10      6 

16      6 

0.60 

.05 

11 

5    12    18 

6      0 

11      6 

17      6 

0.54 

.05 

12 

4    46    19 

6      5 

12      1 

18      6 

0.53 

.01 

15 

3    49    06 

7      8 

14    10 

22      6 

0.51 

0.99 

16 

3    34    47 

8      0 

16      0 

24      0 

0.50 

1.00 

18 

3    10    56 

8    10 

17      8 

26      6 

0.49 

0.98 

20 

2    51    51 

9      8 

19      4 

29      0 

0.48 

0.97 

RIGID  FROGS. 


221 


*»M  8-ON  *g 


222 


SPRING  RAIL  FROGS. 


SPRING  RAIL  FROGS. 


223 


SECTION  B-B 


—  -  1-  ••.-n 
V  Rivet*-^ 


l&"Boltfor851b.rafl 
l*f  Bolt  for  100  Ib.  rail 


This  face  made  to  fit  either 
web  of  rail  er  neinforcing  bar. 


Cast  Steel  Heel  Block!/ Rad 


?^T^ 

1 

uc 

s 

'» 

SECTION  D-D 

Fig.  69.     P.  R.  R.  Standard  Spring  Rail  Frog. 


224  LIFE  OF  FROGS. 

Numbers  8, 11  and  16  frogs  are  recommended  by  the  A.  R.  E.  A. 
as  meeting  all  general  requirements  for  yards,  main  track  switches 
and  junctions,  with  16£  ft.  switch  point  for  No.  8  frog,  22  ft.  for 
No.  11,  and  33  ft.  for  No.  16. 

There  are  two  types  of  frogs  in  general  use,  the  rigid  frog 
and  the  spring  frog.  Both  are  built  up  in  a  variety  of  different 
ways  with  bolts,  clamps  and  rivets,  and  they  are  usually  desig- 
nated the  bolted  frog,  the  clamped  frog,  the  riveted  or  plate 
frog  from  the  method  employed  in  their  construction.  There 
is  also  the  manganese  cast  frog  made  of  manganese  steel,  or  a 
combination  of  the  built-up  frog  with  manganese  inserts,  the 
manganese  being  introduced  'at  the  point  of  greatest  wear, 
usually  the  frog  point  and  a  facing  for  the  wing  rails  at  the 
throat. 

The  life  of  frogs  is  very  variable,  depending  upon  the  amount 
of  traffic,  the  quality  of  steel,  its  design  and  the  amount  of  care 
and  attention  given  to  its  up-keep.  It  has  to  withstand  a  series 
of  shocks  and  if  any  looseness  develops  in  its  parts  the  resultant 
violent  blows  it  has  to  withstand  will  soon  destroy  its  usefulness 
for  service. 

For  estimating  purposes  or  as  a  comparison  between  the 
built-up  type  and  the  manganese  frogs  the  following  relative 
costs  are  given: 

Average 

Spring  frog,  built-up $55  to  $65 $60 

Rigid  frog,  built-up 40  to     50 45 

Spring  frog,  manganese  insert 110  to  130 120 

Rigid  frog,  manganese  insert 80  to   120 100 

Spring  frog,  solid  manganese 150  to  210 180 

Rigid  frog,  solid  manganese 130  to   170 150 

Cost  of  placing  frog  in  track 6  to     10 8 

During  the  life  of  an  ordinary  frog  it  is  estimated  that  $5.00 
to  $10.00  is  spent  in  tightening  bolts  and  rivets  more  than 
would  be  spent  on  the  maintenance  of  a  manganese  frog. 

Solid  manganese  rigid  frogs  are  recommended  for  busy  termi- 
nals and  switching  leads  where  there  is  much  traffic  and  where 
the  Bessemer  or  open-hearth  rail  would  wear  out  in  less  than 
one  year,  and  manganese  inserts  at  points  of  heavy  wear  and 
slow  speed. 


MANGANESE  FROGS.  225 

The  length  of  a  solid  manganese  frog  is  about  three  eighths  the 
length  of  an  insert  frog  which  makes  the  solid  frog  a  more  easily 
handled  article. 

Comparing  the  ordinary  steel  rail  frogs,  generally  designated 
as  built-ups,  with  the  cast  manganese  frogs,  the  principal  feature 
is  its  probable  economy  due  to  the  greater  life  of  one  over  the 
other. 

The  first  cost  of  an  ordinary  open-hearth  85-lb.  steel,  built-up 
No.  9  spring  frog,  which  can  be  used  as  a  comparison,  is  approxi- 
mately $65.00  in  place,  and  the  cost  of  the  same  frog  in  cast 
manganese  steel  may  be  estimated  at  $165.00  in  place.  This 
comparison  makes  the  ratio  of  price  about  2.6  to  1. 

The  service  of  the  ordinary  steel  frog  is  very  variable,  de- 
pending on  its  quality,  design  and  up-keep,  traffic,  etc. ;  in  many 
situations  it  might  not  last  six  months,  but  where  conditions 
are  favorable  it  may  last  six  years  and  more. 

The  service  of  the  best  kind  of  manganese  frog  in  situations 
where  built-ups  have  lasted  less  than  two  years  is  known  to  be 
at  least  six  years  under  fairly  heavy  traffic  conditions.  On  the 
other  hand,  as  the  result  of  poor  material  many  manganese  frogs 
have  lasted  but  a  few  months  longer  than  the  ordinary  built-up 
frog  which  they  replaced.  When  buying  manganese  frogs,  it 
is  not  uncommon  to  have  the  makers  guarantee  them  for  at 
least  five  years,  or  to  outlast  the  built-ups  which  they  replace 
three  to  one. 

In  general  it  may  be  stated  that  the  best  kind  of  manganese 
cast  steel  frogs  will  outlast  the  ordinary  built-up  frogs,  three 
to  one  (some  go  as  high  as  6  to  1)  in  situations  where  the  latter 
does  not  last  two  years. 

Frogs  should  be  installed  with  the  greatest  care  and  should  be 
well  ballasted,  preferably  in  stone  throughout,  the  drainage  should 
be  given  particular  attention  and  ties  should  be  spaced  to  insure 
as  far  as  possible  continuous  bearings. 

In  making  comparative  prices  for  the  built-up  and  manganese 
frogs,  the  cost  figures  are  those  in  vogue  previous  to  1915.  Since 
that  time  however  prices  have  increased  at  least  50%  and  man- 
ganese, on  account  of  lack  of  competition,  has  gone  very  much 
higher  and  can  hardly  be  obtained  at  a  reasonable  price. 


226 


CROSSOVERS. 


Crossovers.  —  A  crossover  is  installed  when  it  is  desired  to 
connect  two  parallel  tracks,  and  consists  of  two  turnouts  con- 
nected by  a  short  piece  of  straight  track  (Fig.  70) .  Where 
space  is  not  available  and  the  movements  are  slow,  it  is  con- 
nected practically  as  reversed  curves. 

On  double  track  the  crossover  is  usually  installed  so  as  to 
avoid  facing  point  switches,  the  movement  being  backward 
when  the  crossing  is  used,  and  trailing  for  main  line  movement. 

The  length  depends  upon  the  distance  between  tracks  and 
the  frog  number. 

The  distance  between  frog  points  measured  along  one  of  the 
parallel  tracks  and  the  over-all  length  of  crossovers  can  be 
obtained  from  the  following  table: 

TABLE  96. 


Distance  B-B  between  frog  points 

Distance  over  all  from  switch  point  to  switch 

in  feet. 

point  in  feet. 

Distance  between  track  centers. 

Distance  between  track  centers. 

Frog 

Turnout 

No. 

lead,  ft. 

12ft. 

13ft. 

14ft. 

15ft. 

12ft. 

13ft. 

14ft. 

15ft. 

6 

14.5 

20.46 

26.42 

32.38 

110.46 

116.42 

122.38 

128.34 

47.98 

7 

17.07 

24.04 

31.00   37.96 

141.27 

148.24 

155.20 

162.16 

62.10 

8 

19.62 

27.59 

35.56 

43.53 

155.58 

163.55 

171.52 

179.49 

67.98 

9 

22.16 

31.13 

40.10 

49.07 

166.72 

175.69 

184.66 

193.63 

72.28 

10 

24.70 

34.68 

44.66 

54.64 

180.56 

190.54 

200.52 

210.50 

77.93 

11 

27.22 

38.20 

49.18 

60.16 

215.84 

226.82 

237.80 

248.78 

94.31 

12 

29.75 

41.73 

53.71 

65.69 

231.35 

243.33 

255.31 

267.29 

100.80 

15 

37.30 

52.28 

67.26 

82.24 

303.86 

318.84 

333.82 

348.80 

133.28 

16 

39.81 

55.80 

71.79 

87.78 

314.95 

330.94 

346.93 

362.92 

137.57 

18 

44.83 

62.82 

80.81 

98.80 

337.85 

355.84 

373.83 

391.82 

146.51 

20 

49.85 

69.84 

89.83 

109.82 

364.69 

384.68 

404.67 

424.66 

157.42 

RELATIVE   SPEEDS  THROUGH  LEVEL  TURNOUTS  (A.  R.E.A.). 
To  GIVE  THE  EQUIVALENT  RIDING  CONDITIONS  TO  TRACK  ELEVATED  THREE  INCHES 

LESS   THAN   THEORETICALLY    REQUIRED. 


Turnout. 

Speed, 

Frog  number. 

Length  of  switch. 

miles  per  hour. 

7 

16.5 

17 

a-io 

16.5 

20 

11-14 

22 

27 

15 

33 

37 

16-24 

33 

40 

TYPICAL  CROSSOVERS. 


227 


Is* 


IN 


228 


BILL  OF  SWITCH  TIES. 


Turnout  and  Slip  Switch  Ties. 

BILL  OF  MATERIAL  FOR  A.  R.  E.  A.  SLIP  SWITCH  TIES. 
No.  8.     DOUBLE  SLIP.    F.  B.  M.  5828. 


80  pieces. 

Bill  of  material  of  ties. 

Ties. 

Ties. 

Ties. 

Ties. 

10 
10 
2 
6 

7"X9"X11'  0" 
7"X9"XH'  6" 
7"X9"X12'  0" 
7"X9"X12'  6" 

6 
4 
6 
4 

7"X9"X13'  0" 
7"X9"X13'  6" 
7"X9"X14'  0" 
7"X9"X14'  6" 

6 
4 
6 
4 

7"X9"X15'  0" 
7"X9"X15'  6" 
7"X9"X16'  0" 
7"X9"X16'  6" 

12 

7"X9"X6'  6" 

No.  11.    DOUBLE  SLIP.    F.  B.  M.  7182. 


100  pieces. 

Bill  of  material  of  ties. 

B/M. 

14 
12 
6 
6 

Ties. 
7"X9"XH'  0" 
7"X9"XH'  6" 
7"X9"X12'  0" 
7"X9"X12'  6" 

8 
8 
6 
6 

Ties. 
7"X9"X13'  0". 
7"X9"X13'  0" 
7"X9"X14'  0" 
7"X9"X14'  6" 

4 
6 
6 
6 

Ties. 
7"X9"X15'  0" 
7"X9"X15'  6" 
7"X9"X16'  0" 
7"X9"X16'  6" 

12 

Ties. 
7"X9"X16'  6" 

No.  16.    DOUBLE  SLIP.    F.  B.  M.  10,064. 


150  pieces. 

Bill  of  material  of  ties. 

B/M. 

Pieces. 

Ties. 

Ties. 

Ties. 

18 
10 
22 
4 

7"X9"X10'  6" 
7"X9"XH'  0" 
7"X9"XH'  6" 
7"X9"X12'  0" 

8 
10 
10 
10 

7"X9"X12'  6" 
7"X9"X13'  0" 
7"X9"X13'  6" 
7"X9"X14'  0" 

8 
10 
10 

8 

7"X9"X14'  6" 
7"X9"X15'  0" 
7"X9"X15'  6" 
7"X9"X16'  0" 

10 
12 

7"X9"X16'  6" 
7"X9"X16'  6" 

No.  8.    MAIN  LINE  TURNOUT. 


Bill  of  material.     58  pieces.    3651'  B.  M.     8'  6"  track  tie. 


P'ces. 

P'ces. 

P'ces. 

P'ces. 

8 

7"X9"X  9'  0" 

3 

7"X9"XH'  0" 

3 

7"X9"X13'  0" 

5 

7"X9"X15'  0" 

7 

7"X9"X  9'  6" 

3 

7"X9"XH'  6" 

2 

7"X9"X13'  6" 

2 

7"X9"X15'  6" 

5 

7"X9"X10'  0" 

3 

7"X9"X12'  0" 

3 

7"X9"X14'  0" 

3 

7"X9"X16'  0" 

4 

7"X9"X10'  6" 

3 

7"X9"X12'  6" 

2 

7"X9"X14'  6" 

2 

7"X9"X16'  6" 

Bill  of  material.    56  pieces.    3336'  B.  M.    8'  0"  track  tie. 


P'ces. 

P'ces. 

P'ces. 

P'ces. 

8 

7"X9"X  8'  6" 

3 

7"X9"X10'  6" 

3 

7"X9"X12'  6" 

3 

7"X9"X14'  6" 

7 

7"X9"X  9'  0" 

3 

7"X9"XH'  0" 

2 

7"X9"X13'  0" 

4 

7"X9"X15'  0" 

5 

7"X9"X  9'  6" 

3 

7"X9"XH'  6" 

3 

7"X9"X13'  6" 

3 

7"X9"X15'  6" 

4 

7"X9"X10'  0" 

3 

7"X9"X12'  0" 

2 

7"X9"X14'  0" 

No.  11.    MAIN  LINE  TURNOUT. 


Bill  of  material.    78  pieces.    4814'  B.  M.    8'  6"  track  tie. 


P'ces. 

P'ces. 

P'ces. 

P'ces. 

12 

7"X9"X  9'  0" 

5 

7"X9"XH'  0" 

4 

7"X9"X13'  0" 

4 

7"X9"X15'  0" 

10 

7"X9"X  9'  6" 

5 

7"X9"X11'  6" 

4 

7"X9"X13'  6" 

3 

7"X9"X15'  6" 

8 

7"X9"X10'  0" 

3 

7"X9"X12'  0" 

3 

7"X9"X14'  0" 

3 

7"X9"X16'  0" 

5 

7"X9"X10'  6" 

3 

7"X9"X12'  6" 

3 

7"X9"X14'  6" 

3 

7"X9"X16'  6" 

Bill  of  material.    75  pieces.    4363' B.  M.    8' 0"  track  tie. 


P'ces 

P'ces. 

P'ces. 

P'ces. 

12 

1   X9  'X  8'  6  ' 

5 

7"X9"X10'  6" 

4 

7"X9"X12'  6" 

2 

7"X9"X14'  6" 

10 

7    X9  'X  9   0" 

5 

7"X9'  XH'  0" 

4 

7"X9"X13'  0" 

5 

7"X9"X15'  0" 

8 

T  X9'  X  9'  6  " 

3 

7"X9"XH'  6" 

3 

7"X9"X13'  6" 

3 

7"X9"X15'  6" 

5 

7   X9   X10   0  ' 

3 

7"X9"X12*  0" 

3 

7"X9"X14'  0" 

TYPICAL  DOUBLE  SLIP  SWITCHES. 


229 


• 


1 


230  '  DERAILS. 

Derails.  —  Derails  are  used  generally  for  the  protection  of 
main  tracks  where  a  siding,  which  may  be  used  for  standing 
cars,  comes  off  the  main  track  or  any  other  track  leading  thereto, 
having  a  gradient  of  0.2  per  cent  or  over  toward  the  main  line, 
so  located  that  there  is  danger  of  a  runaway  car  getting  either 
directly  or  through  an  intervening  siding  to  a  main  track. 

The  type  used  is  generally  that  having  an  operating  stand 
and  target  of  its  own,  but  in  special  cases  where  deemed  ad- 
visable, the  type  having  a  target  stand  only  and  interlocked 
with  the  switch  is  used.  V 

Derails  should  be  located  so  that  derailed  cars  shall  not  foul 
the  protected  track,  and  the  distance  of  the  derail  from  the 
clearance  point  should  be  carefully  considered  with  reference 
to  the  probable  distance  a  car  would  run  after  being  derailed. 

Retaining  or  deflecting  guard  rails  are  used  in  special  cases 
where  deemed  advisable. 

The  terms  "  Right  "  and  "  Left  "  hand  derail  mean  a  derail 
deflecting  to  the  right  or  left  in  the  direction  which  a  derailed 
car  would  move.  (Fig.  73.) 


Right  Hand  Derail 


Left  Hand  Derail 

Fig.  73. 

The  following  is  an  illustration  of  the  method  of  determining 
the  speed  of  a  runaway  car  at  the  derail. 

A  car  is  standing  on  a  siding  450  ft.  from  the  derail. 

The  fall  of  the  track  to  the  derail  is  5.06.  Between  these 
points  there  is  2°  00'  curve  200  ft.  long. 

Rolling  friction  equals  0.3  ft.  per  100  ft.  of 

travel,  or  in  450  ft.  it  is  4.50  X  0.3 1.35  ft. 

Curve  resistance  equals  0.04  ft.  per  100  ft.  of 
travel  per  degree  of  curve,  or  in  200  ft.  of  2°  00' 
curve  it  is  2  X  2  X  0.04 0.16  ft. 

Total  resistance  expressed  in  feet  of  fall 1.51  ft. 

The  effective  fall  is  5.06  -  1.51 .  3.55  ft. 


IMPACT  OF'  CARS. 


231 


Let  V  =  the  speed  of  the  car  and  h  =  the  effective  fall,  then 
the  general  formula  is 

V2  =  h  -f-  0.0355. 
In  this  case 

V2  =  3.55  ^  0.0355  =  100, 
V  =  10  miles  per  hour, 

the  speed  of  the  car  at  the  derail. 

The  proximity  of  other  tracks,  structures,  embankments  and 
curvature  of  the  track  must  also  be  considered. 

Formula  for  impact  of  cars  under  four  different  conditions 
are  given  by  the  A.  R.  A.  Assoc.  as  follows: 

IMPACT  OF  CARS. 
CONSIDERING  CARS  AS  INELASTIC  BODIES. 

CASE  1,-BOTH  CARS  MOVING  IN  SAME  DIRECTION 


E=; 


wltw, 


CASE  2, -CARS  MOVING  TOWARD  EACH  OTHER 


CASE  3,  -ONE  CAR  STANDING  STILL 


29.95(Wj+W2) 
CASE  4,  -ONE  CA"R  STRIKING  AN  IMMOVABLE  BODY 


E=   .0334  WV2 

Wi  =  weight  of  one  car  in  pounds. 

Vi  =  velocity  of  one  car  in  miles  per  hour. 
TFz  =  weight  of  other  car  in  pounds. 

V2  =  velocity  of  other  car  in  miles  per  hour. 

E  =  energy  of  impact  in  foot  pounds. 

V  =  resulting  velocity  of  both  cars  in  miles  per  hour. 


232  BUMPING  POSTS  AND  CAR  STOPS. 

Bumping  Posts,  Car  Stops,  etc.  —  The  type  of  stop  or  post 
to  be  used  should  be  carefully  considered  for  each  case. 

For  tracks  ending  in  a  cutting  or  at  unimportant  points  where 
there  is  little  or  no  grade,  the  frame  car  stop,  Fig.  77,  may  be 
used. 

For  tracks  at  about  ground  level  where  there  is  little  or  no 
grade  and  no  better  protection  is  necessary,  an  earth  or  cinder 
stop,  Fig.  75,  is  used. 

Where  the  side  space  is  limited  the  sand  car  stop,  Fig.  78,  is 
used. 

For  passenger  stub  tracks  in  stations  and  yards  on  a  level 
the  cast  iron  stop,  Fig.  74,  is  generally  used. 

Where  sidings  end  on  an  embankment  or  trestle  or  have 
buildings  or  other  damageable  structures  at  the  end  thereof, 
rendering  it  necessary  to  positively  stop  a  car  for  the  safety  of 
the  car  or  the  property  adjoining  the  siding,  a  bumping  post 
should  invariably  be  used. 

Too  frequently  the  bumping  posts  in  use  are  badly  chosen, 
and  often  the  damage  caused  by  them  is  much  greater  than 
would  be  the  cost  of  pulling  a  derailed  car  onto  the  track  occa- 
sionally. 

Frame  Car  Stop.  (Fig.  77.)  —  The  frame  car  stop  should  be 
used  in  cuts  where  the  excavated  embankment  forms  a  natural 
stop,  or  for  tracks  at  unimportant  points  where  there  is  little 
or  no  grade. 

Earth  or  Cinder  Stop.  (Fig.  75.)  —  The  earth  or  cinder  stop 
should  be  used  when  there  is  no  need  of  better  protection,  and 
there  is  little  or  no  grade. 

Sand  Car  Stop.  (Fig.  78.)  —  The  sand  car  stop  should  be 
used  where  the  side  space  is  limited,  and  there  is  no  need  of 
better  protection  and  there  is  little  or  no  grade. 

Cast  Iron  Stop.  (Fig.  76.)  —  The  cast  iron  stop  should  be 
used  principally  for  protection  of  passenger  car  tracks  in  stations 
and  yards  on  a  level  or  nearly  level  grade. 

C.  P.  R.  Bumping  Post.  (Fig.  74.)  —  This  bumping  post  is 
to  be  used  only  when  necessary  for  the  protection  of  person  or 
property,  and  when  it  is  absolutely  essential  to  stop  the  car 
rather  than  have  it  run  over  the  end  of  track. 


CAR  STOPS. 


233 


.12*z  18*  * 

.V  ik  I 


u  •—< 

lV,.tun;«d  itoel  bolts 
IJtraSraun^holes 

I'xa'UgScrew.C 
Okk  Block-:? 

IX' 
S"x»x 


WoU:-Bumphig  Poet,  to 
only  when  other  kind  of 
will  not  mniwer  for 
freight  track*. 


#*- 

SECTION  A-B 


Fig.  74. 


C.I.  BRACE 


« 


fa*. 


. 


L=V-'rtT*T^ 


EARTH  CAR  STOP 


Fig.  75. 


Carting 


CAST  IRON  CAR  STOP 

Fig.  76. 


FRAME  CAR  STOP 


Fig.  77. 


SAND  CAR  STOP 


Fig.  78. 


234 


STEEL  BUMPING  POST. 


Steel  Bumping  Post,  D.  L.  &  W.  R.  R.  (Fig.  79.)  —  It  is 
built  entirely  of  structural  steel  shapes  and  rests  on  a  concrete 
bed  to  which  it  is  securely  anchored  by  twenty  IJ-in.  bolts. 
The  bottom  ties  are  15-in.  55-lb.  channels  about  15  ft.  6  in. 
long  bedded  in  concrete  laid  over  the  foundation.  These  are 
said  to  provide  a  stable  base,  and  the  upright  bracket  which 
carries  the  rubber  bumper  block  is  strongly  reinforced  with 
stiffening  angles  in  the  direction  of  the  resultant  forces  under 
impact. 


Fig.  79.     Details  of  Steel  Bumping  Post  in  Hoboken  Terminal  of  D.  L.  & 

W.  R.  R. 


DIAMOND  CROSSINGS.  235 

Diamonds.  —  The  present  day  crossings,  where  traffic  amounts 
to  anything,  are  usually  made  of  manganese  steel,  cast  in  two  or 
more  pieces.  Where  traffic  is  very  light,  built-up  rail  crossings 
of  heavy  steel  are  quite  common. 

It  is  well  known  that  the  pounding  of  rolling  stock  over  a 
crossing  is  very  destructive  and  if  any  looseness  develops  in 
any  part  of  the  crossing  it  is  soon  rendered  unfit  for  service. 
It  is  essential,  therefore,  that  the  crossing  be  made  of  as  few 
parts  as  possible,  that  the  rails  are  deep  and  stiff  and  the  con- 
nections made  rigid  so  that  no  looseness  shall  develop  under 
ordinary  care  and  wear. 

Standards  for  manganese  crossings  of  various  types  for  vary- 
ing conditions  and  angles  have  been  developed  by  the  manga- 
nese track  society  which  are  followed  pretty  closely  by  the 
various  manufacturers. 

It  is  usual  for  the  railway,  in  manganese  work,  to  contract 
for  their  crossing  work  and  plans  are  submitted  for  their  approval 
by  the  makers,  and  the  results  chiefly  depend  on  the  workman- 
ship and  quality  of  the  cast  manganese  as  well  as  proper  instal- 
lation and  maintenance. 

To  further  strengthen  crossings  of  this  kind,  foundations  of 
concrete  and  steel  directly  under  the  crossing  have  been  used 
in  one  or  two  cases,  as  an  additional  effort  to  get  better  riding 
track  with  less  noise  and  wear. 

Cost.  —  The  cost  will  depend  upon  tjieir  weight,  kind  of  angle 
and  type  of  rail.  There  is  very  little  difference  in  recent  figures 
between  the  cost  of  a  solid  manganese  and  a  built-up  with 
manganese  inserts.  The  following  figures  are  some  recent  prices 
for  manganese  and  built-up  crossing,  f.  o.  b.  cars  for  the  mate- 
rial. 

One  solid  manganese  85-lb.  diamond,  18° $740 

One  solid  manganese  85-lb.  diamond,  30° 850 

One  solid  manganese  85-lb.  diamond,  60° 809 

One  built-up  85-lb.  diamond,  56° 235 

One  built-up  with  manganese  inserts,  85-lb.  diamond,  20° 719 

Two  solid  manganese  85-lb.  diamonds $1000  to  $1250 

Four  solid  manganese  85-lb.  diamonds $2100  to  $2500 

Interlockers.  —  On  the  assumption  that  all  trains  approach- 
ing a  grade  crossing  would  be  required  to  come  to  a  stop  before 


236 


INTERLOCKERS. 


proceeding  over  the  crossing,  unless  the  crossing  is  protected 
by  interlocking,  it  is  figured  that  12  trains  a  day,  aside  from 
the  safety  of  interlocking,  would  justify  its  installation.  The 
figures  are  as  follows: 

Estimated  yearly  cost  of  interlocking. 

Cost  of  interlocking  single  track  (16  levers)  (Fig.  80) $6000 

Interest  on  cost,  5  per  cent $300 . 00 

Depreciation,  7  per  cent 420 . 00 

Maintenance 270.00 

Operation 1200.00 

Total  cost  per  annum $2190.00  or  $6.00  per  day 


J 


JJio 


Rf 

Fig.  80.     Interlocked  Single-track  Lay-out. 

Figuring  that  it  costs  50  cents  to  stop  a  train  and  again  ac- 
celerate it  to  its  original  speed,  12  trains  would  be  $6.00  per 
day  or  the  equivalent  of  what  it  would  cost  to  install  and  oper- 
ate an  interlocker.  Where  there  are  more  than  12  trains  there 
would  be  a  corresponding  saving. 

Interlocking  Tower,  Montclair,  N.  J.,  D.  &  W.  R.  R.  (Fig. 
81.)  —  The  signal  tower  is  a  two-story  concrete  structure  with  a 
basement.  The  tower  plans  show  the  end,  the  front,  and  rear 


INTERLOCKING  TOWER. 


237 


238  INTERLOCKING  TOWER. 

elevations,  and  also  the  floor  plans.  The  basement  plan  shows 
the  locations  of  the  power  equipment  which  consists  of  duplicate 
air  compressors  driven  separately  by  three-phase  60-cycle  in- 
duction motors,  rated  at  1800  R  P.M.  The  air  compressors 
are  of  the  four-cylinder  two-stage  type,  each  compressor  having 
a  capacity  of  100  cu.  ft.  per  minute.  The  motors  are  controlled 
from  the  switchboard  with  an  external  starting  resistance  con- 
nected into  the  rotor  circuit. 

The  motor  generator  sets,  of  which  there  are  three,  consist 
of  three-phase  60-cycle  220-volt  motors  with  shunt  wound  gen- 
erators, rated  at  75  amperes  and  15  volts.  These  sets  are  of 
the  unit  frame  type  and  furnish  energy  for  charging  storage 
battery. 

The  storage  battery  consists  of  four  sets  of  Edison  A-10 
cells.  Two  sets  of  16  cells  each  furnish  energy  for  the  inter- 
locking apparatus  as  follows :  for  the  control  of  switches,  signals, 
and  various  indicator  and  annunciator  circuits.  One  set  of 
battery  is  for  on  and  one  set  for  off  duty.  Two  sets  of  four 
cells  each  furnish  energy  for  32  track  circuits  on  the  plant. 

The  approximate  cost  of  this  tower  (without  equipment) 
under  ordinary  conditions  is  estimated  to  be  $3900. 


BALLAST.  239 


CHAPTER  XI. 
BALLAST. 

The  material  placed  on  the  roadbed  for  the  purpose  of  hold- 
ing the  track  in  line  and  surface  is  called  ballast,  and  commonly 
consists  of  broken  stone,  gravel,  cinders,  sand,  slag,  or  other 
material,  depending  on  what  is  most  available  or  expedient. 

It  is  essential  that  the  material  selected  should  drain  readily 
and  the  ballast  section  should  be  such  as  to  distribute  the  bear- 
ing of  the  ties  and  insure  a  uniform  pressure  on  the  subgrade 
with  reference  to  the  volume  and  character  of  traffic,  the  cli- 
matic conditions,  the  nature  of  the  subgrade  itself  and  the 
spacing  of  the  ties. 

To  produce  a  uniform  pressure  on  the  subgrade  with  the 
ordinary  tie  it  is  stated  that  24  in.  of  ballast  under  the  tie  is 
necessary,  but  for  a  cushion  only  on  a  solid  roadbed  12  in.  is 
sufficient.  The  general  ballast  sections  in  use,  however,  vary 
from  7  in.  to  12  in.  in  depth  under  the  tie,  and  are  of  two  types, 
the  square  section  and  the  rounded  section  or  a  combination 
of  both. 

The  principal  kinds  of  ballast  generally  used  today  as  de- 
scribed by  Mr.  E.  A.  Hadley  are  earth,  cinders,  gravel,  chatts, 
burnt  clay,  furnace  slag  and  broken  stone.  Dirt  ballast  or 
earth  is  easily  worked  in  dry  weather,  but  it  is  difficult  to  keep 
up  the  track  with  it  in  wet  weather,  and  it  also  has  a  heavy 
growth  of  grass  and  weeds.  It  is  dusty  in  dry  weather  and  it 
reduces  the  life  of  the  ties  by  decay  at  the  ground  line  and 
causes  broken  ties  in  the  winter  by  the  earth  heaving.  Gravel 
is  a  ballast  which  increases  the  life  of  the  tie  and  makes  it  pos- 
sible to  maintain  good  track.  It  is  comparatively  free  from 
weeds,  especially  washed  gravel  from  streams.  It  is  also  fairly 
free  from  dust.  Chatt  ballast  is  the  refuse  from  lead  and 
zinc  mines  from  which  the  metal  has  been  extracted,  and  is 
really  finely  crushed  stone.  It  almost  entirely  destroys  vege- 
tation, and  if  not  too  fine  is  practically  dustless.  It  is  easily 
worked  and  gives  a  neat  appearance  to  the  track. 


240 


BALLAST  SECTIONS. 


Crushed  Stone  or  Slag. 


Tie,  6  in.  by  8  in.  by  8  ft. 
Baltimore  and  Ohio  Railroad. 


Tie,  6  in.  by  8  in.  by  8  ft. 
Chicago,  Burlingon  &  Quincy  Railroad. 


L 10'o- 

I   ~'«"LI   i      .'«" 


-14 


l1^  to  1 


Slope  1  to  the  foot 

Tie,  6  in.  by  8  in.  by  8  ft. 
Illinois  Central  Railroad. 


Tie,  7  in.  by  9  in.  by  8  ft.  6  in. 
Lake  Shore  &  Michigan  Southern  Railroad. 


Gravel. 


*4n**tt 


^^^^^^^^^^^^^^^^^^^ 

Slope  0  to  the  foot 

Tie,  6  in.  by  8  in.  by  8  ft. 
Grand  Trunk  Railroad. 


BALLAST  SECTIONS. 


241 


Tie,  7  in.  by  9  in.  by  8  ft.  4  in. 
Pennsylvania  Lines  East. 


Tie,  7  in.  by  9  in.  by  8  ft.  6  in. 
Pennsylvania  Lines  West. 


-T*0' >K 13' *    siope^' to  1' 

33^f=^~ — !.~— «_    ...          |     *—-  j-      *    .      o 

^^^i^^d^^jpp^j^  spa 


here  needed 


^  Ctonrse  Stone,  end  of  drain]   /  Rad.4x 


Crushed  Rock  and  Slag 
Class  A 


10'- 


Slope  !/to  l' 


~^ JL |  J JL ^ 


i     /Kad.4' 


Crushed  Rock  and  Slag 
ClassA 


1  / 


Crushed  Rock  and  Slag 
Class  B 

Figures  Class  A  and  B  are  the  recommended  A.  R.  E.  A. 
Sections  under  Varying  Conditions. 


242 


QUANTITY  BALLAST  PER  MILE, 


Burnt  clay  is  not  used  extensively.  It  pulverizes  rapidly 
and  the  growth  of  weeds  is  heavy.  It  is  usually  a  rather  coarse 
material  and  should  not  be  used  except  where* cost  of  other 
ballast  is  high.  Granulated  slag  ballast  is  molten  slag  run  into 
water.  It  forms  a  fair  ballast  for  yard  and  side-tracks.  The 
coarse  slag  is  practically  crushed  rock.  It  is  hard,  black  and 
has  very  sharp  projections,  which  cut  into  %the  ties,  making 
renewals  difficult,  but  is  free  from  dust  and  weeds.  Broken 
stone  ballast  can  be  worked  the  year  around  and  is  not  easily 
displaced  by  running  water  and  is  practically  dustless.  It  is 
expensive  in  first  cost  and  makes  tie  renewals  difficult. 

The  heavier  the  traffic  the  more  economical  stone  ballast 
becomes,  but  it  is  not  so  for  light  traffic.  On  a  comparatively 
solid  subgrade  a  stone-ballasted  track  will  remain  in  good  con- 
dition longer  than  a  gravel-ballasted  track.  Stone  ballast,  after 
being  in  use  for  some  years,  becomes  filled  with  earth  from  the 
subgrade  and  with  cinders  and  other  foreign  material,  so  that 
it  does  not  properly  drain  off  the  water.  It  must  be  removed 
and  cleaned  with  ballast  forks  or  screens  to  remove  the  dirt  and 
then  replaced  with  10  to  20  per  cent  of  new  material. 

Quantity  of  Ballast  in  the  Standard  Sections  of  Various 
Railroads. 

TABLE  97. —  STONE  BALLAST  SECTIONS. 


Name  of  railroad. 

Track. 

Width  at 
subgrade. 

Crowning 
at  center. 

Depth  of 
ballast 
under  tie. 

Cu.yds. 
per 
mile. 

Chicago  &  N  W                                     < 

Single 

20'  0" 

Curve 

6" 

2100 

Double 

33'  0" 

Curve 

6" 

4000 

Chicago,  Rock  Island  &  Pacific  j 

Single 
Double 

18'  0" 
33'  0" 

Nil 

8" 
8" 

2100 
4600 

Pennsylvania  Lines,  West                     \ 

Single 

21'  4" 

Nil 

10" 

2400 

Double 

35'  4" 

Nil 

12" 

6900  . 

Lehigh  Valley  j 

Single 
Double 

19'  0" 
32'  0" 

5" 
5" 

7" 
9" 

2500 
5400 

Pennsylvania  Lines,  East  S 

Single 
Double 

19'  8i" 
32'  8J" 

2*" 
4A" 

8" 
8" 

2600 
5200 

New  York  Central  &  Hudson  River  j 

Single 
Double 

20'  0" 
33'  0" 

II" 

2" 

9J" 

3000 
7000 

Baltimore  &  Ohio  .      ] 

Single 

20'  0" 

Nil 

12" 

3400 

Double 

33'  0" 

Nil 

12" 

7000 

Illinois  Central                                       \ 

Single 

20'  0" 

l"inl'0" 

12" 

3600 

Double 

34'  0" 

l"inl'0" 

12" 

7100 

C.  P.  R.            ...                             | 

Single 

17'  0"  to  19' 

i"tol'  0" 

7" 

2500 

Double 

30'  0"  to  32' 

i"tol'0" 

7" 

4800 

BALLAST  TEMPLATES. 


243 


TABLE  98. —  GRAVEL  BALLAST  SECTIONS. 


Name  of  railroad. 

Track. 

Width  at 
subgrade. 

Crowning 
at  center. 

Depth  of 
ballast 
under  tie. 

Cu.  yd. 

per 
mile. 

Chicago  &N.W  j 

Single 
Double 
Single 

20'  0" 
33'  0" 

Curve 

12" 
12" 

3000 
6200 

Chicago,  Rock  Island  &  Pacific  j 
Pennsylvania  Lines,  West                     < 

Double 
Single 

31'  to  33' 
21'  0" 

Nil 
Nil 

6"  to  8" 
10" 

2800 
3600 

Lehigh  Valley                                         j 

Double 
Single 

36'  0" 
18'  0" 

Nil 

5" 

12" 
7" 

7000 
2400 

Pennsylvania  Lines,  East  < 
New  York  Central  &  Hudson  River  j 
Baltimore  &  Ohio  j 

Double 
Single 
Double 
Single 
Double 
Single 

32'  0" 
19'  8*" 
32'  8J" 
20'  0" 
33'  0" 
20'  0" 

5" 

H* 

H" 

2" 

Nil 

7"  to  9" 

8" 
8" 

12" 

3500 
2100 
3700 
3100 
6200 
3800 

Illinois  Central                                         < 

Double 
Single 

33'  0" 
20'  0" 

Nil 

12" 
12" 

7300 
3800 

C.  P.  R.                                                   | 

Double 
Single 

34'  0" 
17'  to  19' 

1"  to  1'  0" 
J"tol'  0" 

12" 
7" 

7100 
3000 

Double 

30'  to  32' 

i"tol'  0" 

7" 

5300 

Ballast  Section  Templates.  —  In  setting  and  trimming  the 
ballast  in  maintenance  work,  a  template  made  of  wood  is  used 
by  the  section  gang;  arranged  so  that  it  is  supported  by  the 
rails  when  set  up  in  position,  serving  as  a  guide  for  the  trim- 
ming and  shaping  of  the  ballast  in  accordance  with  the  stand- 
ard section. 

The  C.  P.  R.  ballast  templates  are  illustrated  in  Fig.  8 la  and 
are  made  of  1"  X  4"  and  1"  X  6"  timbers  nailed  together  and 
shaped  to  conform  with  the  lines  of  the  ballast  sections.  It  will 
be  noted  that  both  the  main  line  and  branch  line  templates 
for  gravel  ballast  are  alike  except  for  position  of  gauge  blocks. 

The  cost  of  each  template  is  about  $1.50  each. 

Cost  of  Ballasting.  —  Stone  ballast  is  considered  to  be  the  most 
efficient;  next  comes  broken  slag  (not  granulated),  then  gravel, 
chatts,  burnt  clay  or  gumbo,  and  cinders.  The  efficiency  of 
gravel  ballast  is  much  improved  by  washing,  which  removes 
clay  and  dust.  Stone  ballast  that  has  been  in  the  track  for  a 
long  time  gets  clogged  up  with  dust  and  dirt  and  is  much  im- 
proved by  screening.  Ballast  is  most  economically  handled  by 
cars  designed  for  the  purpose  but  they  are  not  always  available; 
whatever  class  of  car  is  used  the  cars  in  the  train  should  be  of 


COST  OF  BALLASTING. 


GRAVEL  BALLAST  SECTION  TEMPLATE-  BRANCH  LINES 

Fig.  81a. 

uniform  construction.  On  improvement  work,  when  large  quan- 
tities of  ballast  or  waste  material  are  to  be  handled,  ballast  car 
unloaders  and  spreaders  are  used. 

The  cost  of  ballasting  will  depend  largely  on  local  condition, 
the  kind  of  ballast  available  or  the  kind  and  amount  desired, 
the  length  of  haul,  density  of  traffic  and  the  amount  and  class 
of  work  contemplated. 

!  On  the  Missouri  Pacific  R.  R.  for  train  service  in  connection 
with  ballasting  done  by  contract  the  following  daily  charges 
were  made  for  use  of  equipment:  (exclusive  of  labor  and  force) : 

Locomotive  with  cylinders  to  18  in $10 

Locomotive  with  cylinders  18-22  in 20 

Shovels,  steam,  40-60  ton 15 

Shovels,  steam,  60  ton  and  over 18 

Cars  derrick  (incl.  tool  and  blocking  cars) 20 

Cars,  wrecking,  30  ton 30 

Cars,  wrecking,  40-50  ton 40 

Cars,  wrecking,  78  ton  and  over 50 


COST  OF  BALLASTING. 


245 


Contract  prices  for  gravel  ballasting  for  a  6-in.  raise  in  track 
on  the  Missouri  Pacific  R  R.: 

Loading  and  hauling  from  pit  and  unloading  at  point 

of  application 52^  per  yard 

Applying  ballast 25^    "       " 

Renewing  ties  (inch  necessary  respacing  ties  and 

spikes  furnished  by  company) 15f£  "  " 

A  carefully  kept  statement  of  the  cost  of  ballasting  with  heavy 
gravel  on  a  large  single  track  division  of  a  transcontinental  road 
in  1913  gave  the  following: 

TABLE  99. —COST  OF  BALLASTING  TRACK  WITH  GRAVEL. 


Details  of  cost. 

t 

1". 

Loading. 

-  Train 
service. 

Un- 
loading. 

Putting 
under  track. 

Trimming. 

Super- 
vision. 

Total. 

6 

o 

1 

u-d 

i 

<5  >> 

i 

4 

1 

4 

1 

i! 

1 

4 

1 

4 

o 

w 

O 

0 

u 

° 

o 

36,321 

31.0 

$763 

2.1* 

$4,721 

13.0* 

$600 

1.9* 

$11,000 

30.2* 

$3,000 

8.2* 

$20,084 

55.4* 

32,445 

39.4 

1,121 

3.4 

3,256 

10.3 

1240 

3.8 

4,710 

14.6 

1,943 

5.9 

$70 

0.2* 

12,340 

38.0 

14,220 

36.5 

613 

4.3 

1,969 

13.8 

634 

4.4 

1,354 

9.5 

913 

6.4 

30 

0.2 

5,513 

38.7 

25,420 

27.0 

762 

3.0 

2,288 

9.0 

636 

2.5 

3,050 

12.0 

2,542 

10.0 

254 

1.0 

9,532 

37.5 

23,100 

22.0 

693 

3.0 

2,079 

9.0 

462 

2.0 

2,310 

10.0 

2,310 

10.0 

231 

1.0 

8,085 

35.0 

41,400 

40.0 

1,242 

3.0 

7,452 

18.0 

820 

2.0 

8,280 

20.0 

4,140 

10.0 

21,942 

53.0 

28,170 

30.0 

845 

3.0 

2,817 

10.0 

563 

2.0 

5,634 

20.0 

2,817 

10.0 

12,676 

45.0 

16,000 

20.0 

480 

3.0 

1,280 

8.0 

320 

2.0 

3,200 

20.0 

1,600 

10.0 

6,880 

43.0 

10,384 

20.0 

312 

3.0 

727 

7.0 

208 

2.0 

2,077 

20.0 

1,038 

10.0 

4,362 

42.0 

24,350 

50.0 

974 

4.0 

2,112 

8.8 

730 

3.0 

5,888 

24.2 

2,435 

10.0 

487 

2.0 

12,626 

52.0 

59,835 

58.0 

2,606 

4.4 

3,819 

6.3 

1400 

2.3 

7,161 

12.0 

2,871 

4.3 

219 

0.4 

17,776 

29.7 

32,945 

16.0 

1,318 

4.0 

1,977 

6.0 

659 

2.0 

2,636 

8.0 

659 

2.0 

7.24P 

22.0 

18,655 

40.0 

1,676 

9.0 

1,280 

6.0 

350 

2.0 

3,015 

16.0 

1,536 

8.0 

310 

1.9 

8,167 

43.8 

363,245 

36 

13,405 

3.7 

35,777 

9.8 

8630 

2.4 

50,315 

13.8 

27,804 

7.7 

1601 

0.8 

147,232 

40.6 

Where  item  of  supervision  is  omitted  it  has  been  included  as  labor  under  the  various  headings. 
Allow  5*  for  material  and  4.4*  for  stripping,  making  50*  per  cu.  yd.  for  estimating. 

APPROXIMATE  COST  OF  GRAVEL  BALLAST. 

Cost  per  cubic  yard. 


Average  haul,  90  miles. 

Average, 
qents. 

Minimum, 
cents. 

Maximum, 
cents. 

Loading 

SO  04 

$0.02 

$0  12 

Train  service 

0  06 

0.02 

0  12 

Unloading 

0.01 

0.01 

0.03 

Putting  under  track   .    .  .         

0.12 

0.08 

0.20 

Supervision  

0.02 

0.02 

0.03 

Total  cost  per  cubic  yard 

$0.25 

$0.15 

$0.50 

246 


STONE  BALLAST. 


APPROXIMATE  COST  OF  WASHED  GRAVEL. 

Washed  gravel  at  pit 22-34 28 

Washed  gravel  hauling 10-06 08 

Washed  gravel  placed  in  track .-     25-35 30 

Average 66  cents 

The  cost  of  placing  ballast  in  track  includes  cutting  out  old 
ballast,  dressing  up  new  ballast  and  surfacing. 

Stone  Ballast.  —  Stone  ballasting  on  maintenance  work  has 
been  done  by  contract  on  a  unit  price  basis  per  foot  of  track,  the 
work  principally  consisting  of  the  skeletoning  out  of  the  old  bal- 
last to  the  bottom  of  the  ties,  lifting  the  track  to  the  grade 
stakes  and  surfacing,  lining  and  trimming.  Stone  ballasting 
done  by  contract  during  season  1913  (about  12  miles  double 
track)  on  the  Michigan  Central  Ry.,  the  unit  prices  for  a  stone 
ballast  lift  not  to  exceed  8  in.  were  as  follows: 

Skeletoning  track 2. 62?f  per  ft. 

Lifting  track. 3. 50yf      " 

Surfacing  and  trimming 5.54^      " 

Total 11.66?f  per  ft.  single  track. 

Unloading  stone,  putting  in  and  spacing  ties,  and  widening 
banks  was  done  by  the  railway  or  on  force  account  at  actual 
cost;  plowing  down  the  ballast  and  distributing  same  and  all 
train  service  incidental  to  such  work  is  done  with  company's 
forces.  When  stone  has  to  be  moved  more  than  300  ft.  by  the 
contractor,  an  overhaul  is  allowed. 

The  company  provided  bunk  cars  for  the  contractor's  men, 
including  all  tools  and  equipment  needed  in  the  work  and  free 
transportation  for  the  men  over  its  own  lines.  For  ballast 
lifts  exceeding  8  in.,  tne  contractor  was  allowed  f  cents  per  foot 
for  each  inch  or  fraction  of  an  inch  in  excess  of  8  in. 

AVERAGE  COST  OF  STONE  BALLAST. 


Average  haul,  60  miles. 

Cost  per  cubic  yard. 

Average, 
cents. 

Minimum, 
cents. 

Maximum, 
cents. 

Material  

$0.59 
0.06 
0.01 
0.28 
0.02 

$0.52 
0.03 
0.01 
0.18 
0.01 

$0.85 
0.11 
0.03 
0.38 
0.03 

Train  service  

Unloading.  ... 

Putting  under  track  

Supervision  

Total  cost  per  cubic  yard  

0.96 

0.75 

1.40 

COST  OF  REBALLASTING. 


247 


Cost  of  Reballasting  with  Broken  Stone.  —  Cost  of  rebal- 
lasting  with  broken  stone  for  various  depths  under  the  ties, 
figuring  on  removing  the  old  ballast  from  shoulder  and  between 
ties  to  bottom  of  ties  and  giving  the  track  a  lift  equal  to  the 
depth  of  stone  proposed  to  be  placed  under  the  ties. 

Usually  stone  is  purchased  by  the  ton  f.  o.  b.  cars;  very 
few  roads  operate  or  own  quarries. 

For  estimating  purposes  the  weight  of  a  cubic  yard  of  solid  granite 

may  be  taken  at .  .  .  . ! 4500  Ibs. 

Voids  when  crushed  (2}  in.  to  }  in.) 40% 

Weight  of  a  cubic  yard  crushed  granite  will  be  4500  X  T6i&  =  •  •  •.  •  270°  lbs- 
For  crushed  granite  purchased  at  48  £  a  ton  the  cost  per  cubic 

yard  will  be  48  X  §£$$  = 65  cts. 


Single  track. 

5  in. 
under  tie. 

6  in. 
under  tie. 

7  in. 
under  tie. 

8  in. 
under  tie. 

1800 
cu.  yds. 

2100 
cu.  yds. 

2500 
cu.  yds. 

2900 
cu.  yds. 

Cu.  yd.  crushed  granite  65^ 
Train  service  (\t  per  ton  mile)  .  .  .  15^ 
Preparing  track,  900  cu.  yds  20£ 

$1170.00 
364.50 
180.00 
24.30 
450.00 
211.20 

$1365.00 
424.50 
180.00 
28.30 
525.00 
257.20 

$1625.00 
505.50 
180.00 
33.70 
625.00 
290.80 

$1885.00 
586.50 
180.00 
39.15 
725.00 
344.35 

Unloading  ballast  01^ 

Putting  under  track  and  surfacing  25£ 
Supervision  and  contingencies,  abt.  10% 
Cost  per  mile,  single  track  

$2400.00 

$2780.00 

$3260.00 

$3760.00 

Cost  per  foot,  single  track  
Cost  per  cu.  yd.,  single  track  

$0.45| 

$0.53 

$0.62 

$0.71 

$1.33 

$1.32 

$1.31 

$1.30 

Double  track. 

5  in. 
under 
tie. 

6  in. 
under 
tie. 

7  in. 
under 
tie. 

8  in. 
under 
tie. 

3400 
cu.  yds. 

4100 
cu.  yds. 

4800 
cu.  yds. 

5500 
cu.  yds. 

Cu.  yd.  crushed  granite                      65f 

$2210.00 

688.50 
400.00 
45.90 
850.00 
405.60 

$2665.00 
829.50 
400.00 
55.30 
1025.00 
495.20 

$3120.00 
972.00 
400.00 
64.80 
1200.00 
573.20 

$3575.00 
1113.00 
400.00 
74.20 
1375.00 
662.80 

Train  service  (\t  per  ton  per  mile)  .  15JI 
Preparing  track,  2000  cu.  yds  20jf 

Unloading  ballast                               01^ 

Putting  under  track  and  surfacing    25<f 
Supervision  and  contingencies,  abt.  10% 
Cost  per  mile,  double  track  

$4600.00 

$5470.00 

$6330.00 

$7200.00 

Cost  per  foot,  double  track  

$0.87 

$1.04 

$1.20 

$1.38 

Cost  per  cu.  yd.,  double  track  

$1.35 

$1.34 

$1.33 

$1.32 

248  COST  OF  BALLAST. 

For  construction  work  when  ballast  pits  have  to  be  bought, 
also  for  spur  tracks  where  the  amount  of  ballast  required  is 
relatively  small,  it  is  usual  to  estimate  50  cents  per  cubic  yard 
for  gravel  and  $1.25  per  cubic  yard  for  broken  stone,  for  the 
work  in  place. 

On  the  Big  Four  stone  ballast  cost   60jf  cu.  yd.  f.  o.  b.  cars. 
On  the  Big  Four  stone  ballast  cost   32^  cu.  yd.  applying. 
On  the  Big  Four  gravel  ballast  cost    6£  to  14^  cu.  yd. 
On  the  Big  Four  gravel  ballast  cost  12  £  cu.  yd.  applying. 

The  C.  C.  C.  &  St.  L.  Ry.,  St.  Louis  Div.,  put  under  stone 
ballast  after  stone  was  unloaded  on  the  ground,  at  an  average 
cost  of  27  cents  per  track  foot.  This  was  an  8-in.  average  raise, 
and  included  tie  renewals,  dressing  and  filling. 

W.  I.  French,  Div.  Eng.,  B.  &  O.  Ry.  (A.  R.  E.  A.,  Vol.  15, 
No.  164),  comments  on  the  cost  and  the  extras  that  may  be 
entailed  from  lifting  track  as  follows: 

(a)  Stone  ballast  costs  from  45  to  80  cents  per  cubic  yard,  and 
to  raise  one  mile  of  double  track  10  in.  will  require  4380  cu.  yd.; 
estimating  this  say  at  60  cents  per  cubic  yard,  the  cost  of  lifting 
track  would  be: 

Material $2628 

Labor  ballasting. 1300 

Dressing  after  berm  is  raised 300 

Total $4228 

(6)  A  10-in.  raise  on  a  10-ft.  fill  requires  2000  cu.  yd.  of  filling 
per  mile  to  restore  standard  embankment  at,  say,  50  cents  per 
cubic  yard,  and  will  amount  to  $1000.  The  raising  in  cuts 
fills  the  ditches,  and  requires  widening  the  cuts,  which  is  very 
costly. 

(c)  The  lift  may  also  require  raising  bridges,  platforms  and 
depots  and  lengthening  culverts,  etc. 

Cost  of  Cleaning  Ballast. 

The  following  table  from  the  A.  R.  E.  A.  proceedings  (Vol. 
15)  shows  a  comparison  of  cost  of  cleaning  ballast  on  several 
roads  and  by  different  methods.  It  will  be  seen  that  the  costs 
vary  widely,  due  to  the  various  methods  employed  and  the 
various  depths  to  which  ballast  was  cleaned. 


COST  OF  CLEANING  BALLAST. 


249 


Tests  on  the  Baltimore  &  Ohio  show  that  ballast  can  be 
cleaned  by  use  of  screens  for  just  one-half  the  cost  of  doing  the 
work  with  forks,  and  the  results  are  said  to  be  more  uniform  and 
altogether  more  satisfactory: 


Railroad. 

Method  of 
cleaning. 

Cost  per  mile, 
double  track. 

Remarks. 

Pennsylvania  
(Eastern  Div.) 

Pennsylvania 

Forks. 
(Screened 
dirt.) 

Forks. 

$1074.60 
$2252  00 

Space  between  ties  cleaned  to  bot- 
tom of  ties.  The  shoulders  out- 
side the  track  and  space  between 
tracks  to  a  depth  of  12  in.  below 
base  of  ties.  Ten  yds.  of  stone  re- 
claimed by  screening  from  dirt 
obtained  by  forking  one-half 
mile  double  track  at  cost  of  $159. 

(Pittsburg  Div.) 

N.  Y.  N.  H.  AH  
C  R.  R.  of  N.  J. 

(Screened 
dirt.) 

Forks. 
Forks. 

$2500.00 
(Four  tracks.) 

$1484  00  to  $2534  40 

Seventy-  6  ve  yds.  of  stone  re- 
claimed by  screening  from  dirt 
obtained  by  forking  one-half 
mile  of  double  track  at  cost  of 
$165. 

Estimated  that  from  150  to  300  yds 

N.  Y.  C.  &  H.  R  
B.  &O. 

Forks. 

Screens 

$3115.20 
(Four  tracks.) 

$491.04 
(Single  track.) 
Under  and  between 
ties  to  a  depth  of 
6  in. 

$813.12 
(Single  track.) 
In  space  between 
ties,  track  12  ft. 

$622  00 

of  ballast  are  lost  per  mile  of  track] 
when  cleaned  at  intervals  of 
three  years. 

Material  removed  consists  largely 
of  dirt;  averages  about  30  per 
cent. 

On  four-track  territory.  Waste 
divided  as  follows:  16  per  cent  of 
stone  could  not  pass  through  1-in. 
mesh,  24  per  cent  stone  passed 
through  1-in.  mesh,  but  was  re- 
tained on  1-in.  mesh;  60  per  cent 
dirt  passed  through  J-in.  mesh. 

$576.00 
$262.00 

$363.00 
$145.00 

to  12  in.  below  bottom  of  tie  at 
berm.  Cleaned  to  bottom  of  tie 
between  ties.  Cleaned  to  6  in. 
below  bottom  of  tie  in  center 
ditch. 

Cleaning  only.    Same  depth. 

Cleaning  center  ditch  and  berm 
only. 

Cleaning  6  in.  below  tie  in  center 
ditch  and  to  bottom  of  tie  be- 
tween   ties    on     each     adjacent 
track. 
Cleaning  ditch  only. 

250  TRACKLAYING  AND  SURFACING. 

CHAPTER   XII. 
TRACKLAYING   AND   SURFACING. 

Tracklaying.  —  There  are  numerous  methods  of  laying  track 
depending  upon  the  kind  of  work  entailed,  whether  it  is  for  a 
new  line,  a  second  track,  or  re-laying. 

Tracklaying  on  a  new  line  will  entail  a  material  yard  to  store 
the  ties,  rails,  fastenings,  turnouts,  etc.,  located  to  suit  the 
local  conditions,  the  method  of  tracklaying  proposed,  the 
amount  of  work  involved,  etc.,  and  as  the  material  has  to  be 
forwarded  over  the  track  under  construction  the  arrangement 
should  be  such  that  will  best  suit  the  gang  organization,  the 
latter  being  dependent  on  the  weight  of  steel,  kind  of  construc- 
tion and  method  of  trackwork  proposed,  whether  by  hand  or  a 
combination  of  gang  and  machines. 

The  cost  of  tracklaying  is  very  variable  depending  upon  a 
large  number  of  factors  and  conditions,  and  whether  new  steel 
or  old  steel  is  being  laid.  Exclusive  of  ballast  and  ballasting, 
the  cost  of  tracklaying  only,  varies  from  $200  to  $300  per  mile. 

Tracklaying  for  second  track  is  generally  less  costly  than  for  a 
new  line,  as  the  material  can  be  distributed  from  the  old  track 
to  better  advantage;  it  may  average  $150  to  $250  per  mile. 

Tracklaying  and  Surfacing.  —  In  addition  to  the  tracklaying. 
this  includes  picking  up  low  joints,  tamping  ties  and  redressing 
ballast.  The  cost  varies  from  $350  to  $650  per  mile. 

Loading  and  Unloading  Rail.  —  An  economical  method  of 
handling  rails  is  to  have  them  shipped  workways  on  flat  cars 
with  boards  between  each  layer,  unloading  with  rail  unloaders. 

The  rail  unloaded  where  the  machine  can  work  freely  will 
handle  a  rail  per  minute  provided  it  is  not  held  up  waiting  for 
the  men  to  release  rails.  For  quick  work  in  storage  yards  a 
locomotive  crane  with  a  magnet  can  be  used.  To  expedite  the 
unloading  of  rail  along  the  track,  rail  has  been  transferred  from 
coal  cars  to  flat  cars  with  a  rail  loader  in  a  yard  at  a  cost  of 
$2.10  per  car. 

Unloading  new  rail  with  rail  loader  costs $25  to  $35  per  mile. 

Loading  up  old  rail  with  rail  loader  costs $25  to  $35    "      " 


RELAYING  OF  RAIL.  251 

Relaying  Rail.  —  The  relaying  of  rail  is  one  of  the  big  items 
of  maintenance  work  usually  undertaken  during  the  summer; 
a  rail  laying  gang  cost  approximately  $150  per  day,  or  $15  per 
hour.  When  a  rail  laying  machine  is  used,  the  number  of  men 
in  the  rail-laying  portion  of  the  gang  may  be  reduced  accord- 
ingly. 

The  rail  laying  gang  is  usually  closely  followed  by  the  surfac- 
ing gang,  to  readjust  the  ties  at  the  new  joints  and  to  surface 
the  track  in  finished  condition.  Rail  taken  up  out  of  the  track 
should  be  classified  before  being  picked  up. 

In  relaying  rail  it  is  usual  to  distribute  the  new  rails  outside 
of  the  track  and  to  relay  one  line  of  rails  at  a  time. 

There  are  two  methods  in  vogue  for  handling  work  of  this 
kind,  —  either  the  old  rails  are  shifted  outwards  and  the  new 
rails  lifted  over  them  and  set  in  place,  or  the  old  rails  are  moved 
inward  and  then  disconnected  and  thrown  out  after  the  new 
rails  have  been  placed.  On  double  track  the  rail  laying  should 
proceed  in  direction  of  the  traffic. 

The  cost  of  relaying  rail  will  depend  on  the  amount  of  track 
work  done  when  the  new  rail  is  being  placed.  On  one  of  the 
New  York  Central  lines  it  cost  4  cents  per  track  foot  to  lay  rail 
under  heavy  traffic,  unloading  new  rail  and  picking  up  old  rail 
not  included.  This  is  about  $211  per  mile  and  adding  $60  as 
the  cost  of  unloading  new  rail  and  picking  up  old  rail,  it  would 
total  $271  per  mile,  single  track. 

The  C.  C.  C.  &  St.  L.  Ry.  gives  the  cost  of  taking  up  80-lb. 
rail  and  laying  90-lb.  rail  per  mile,  single  track,  as  follows: 

Unloading  new  rail,  with  rail  loader -  $27 

Loading  up  old  rail 27 

Laying  new  rail 135 

Total  per  mile $189 

An  ordinary  estimate  for  this  class  of  work  where  a  certain 
proportion  of  new  ties,  surfacing  and  other  work  has  to  be  done, 
gives  the  cost  at  $550  per  mile  as  follows: 

Taking  up  old  rail,  per  mile $25 

Unloading  new  rail,  per  mile 25 

Adzing  ties  per  mile 9 

Respacing  ties,  @  3ff  per  foot 158 

Resurfacing,  @  3ff  per  foot 158 

Laying  new  rail,  @  l\t  per  foot 79 

Putting  new  ties,  5  per  cent,  150  @  65ff 96 

Total  per  mile S550 


252  RENEWING  AND  RELAYING  TIES. 

On  the  L.  Valley,  in  June,  1915,  one  work  train  with  several 
machines  loaded  149,466  lin.  ft.  of  90-lb.  rail,  with  fastenings 
or  14.15  track  miles,  on  the  Seneca  Division,  in  one  day.  This 
comprised  2002  tons  of  rails  and  was  loaded  at  a  cost  of  15.6 
cents  per  ton,  or  about  $22  per  mile. 

Throwing  Track.  —  Men  will  ordinarily  be  distributed  at 
about  2-ft.  intervals.  A  2-ft.  section  of  track  weighs  about 
182  lb.,  while  the  resistance  against  throwing  laterally  is  ten 
times  this  amount  or  1820  lb.  The  average  man  can  lift  his 
own  weight  or  142  lb.;  with  a  lining  bar  he  can  lift  four  times 
his  own  weight  or  568  lb. 

Tie  Tamping.  —  The  pneumatic  or  mechanical  tamping  ma- 
chine mounted  on  a  push  car,  having  a  compressor  and  gasoline 
engine,  equipped  with  tampers  driven  by  compressed  air,  re- 
quiring a  man  to  operate  each  tamper  and  also  a  man  to  work 
the  machine,  has  been  in  experimental  use  for  some  time  on  a 
number  of  roads  and  while  no  definite  recommendation  is  given 
as  to  the  economy  to  be  obtained  as  against  hand  tamping,  the 
results  are  much  better  than  hand  tamping,  are  more  uniform 
and  track  stays  up  better;  and  in  situations  where  it  is  desir- 
able to  have  the  least  disturbance  of  track,  such  as  crossings, 
turnouts,  tunnels,  river  tubes,  etc.,  the  results  will  be  very 
satisfactory.  Electric  tampers  are  also  used. 

Cost  of  Tamping. 
D.  L.  &  W.  Ry. 

2  cents  per  tie  for  mechanical  tamping. 

1 . 8  cents  per  tie  for  hand  tamping. 
N.  Y.  N.  H.  &  H.  Ry. 

5. 17  cents  per  tie  for  mechanical  tamping,  3 . 92  to    9 . 30  cents. 

6.51  cents  per  tie  for  hand  tamping,  4.44  to  10.09  cents. 

Expect  to  reduce  cost  by  mechanical  tamping  to  4  cents  per  tie. 
Erie  Ry.,  stone  ballast: 

3 . 6  cents  per  tie  for  mechanical  tamping. 

3 . 4  cents  per  tie  for  hand  tamping. 

Renewing  Ties.  —  Renewing  ties  in  main  track  "in  face" 
consists  of  digging  the  ballast  from  around  the  old  tie,  drawing 
the  spikes,  removing  the  old  tie,  preparing  the  new  bed,  carry- 
ing new  tie  from  pile,  placing  new  tie  in  position,  spiking  it  to 
gauge  and  tamping  it  solidly  in  position,  after  which  the  ballast, 
having  been  cleaned,  is  returned  to  the  crib  and  the  shoulder 
redressed  and  the  old  tie  removed  for  burning. 

The  renewing  of  eight  ties  per  ten  hours  in  stone  ballast  is 
considered  a  good  average  performance  for  one  gang. 


TIE  PLUGS. 


253 


Respacing  Bunched  Ties  consists  of  digging  out  the  ballast 
from  between  the  ties,  drawing  spikes,  driving  tie  in  place, 
spiking  to  gauge,  tamping,  cleaning  the  ballast  and  redressing 
the  shoulder.  Respacing  twelve  ties  in  ten  hours  is  consid- 
ered a  good  average  performance  for  one  gang. 

Tie  Plugs.  —  As  ties  fail  quite  as  much  from  spike  cutting  as 
from  rail  cutting,  tie  plugs  play  quite  an  important  part  in  the 
life  of  the  tie,  especially  where  the  curvature  is  heavy,  and  it  is 
necessary  to  reline  and  regauge  track  at  frequent  intervals.  Be- 
cause of  the  wave  motion  in  a  passing  train  there  are  compara- 
tively few  spikes  that  have  their  head  in  contact  with  the  rail, 
the  tendency  being  for  the  spike  to  work  upwards,  and  it  is  nec- 
essary to  have  them  redriven  from  time  to  time,  until  it  eventu- 
ally becomes  necessary  to  redraw  them  and  drive  them  in  a  new 


1 

.$: 

Fig.  81b. 

place.  It  is  false  economy  to  redrive  a  spike  without  imme- 
diately plugging  the  hole  it  formerly  occupied. 

Cost  of  Tie  Plugs.  —  The  type  of  tie  plug  used  for  this  pur- 
pose by  the  C.  P.  R.  is  shown,  Fig.  81b.  The  cost  is  about  75 
cents  per  thousand  untreated  or  $1.10  per  thousand  treated; 
the  timber  used  is  local  hardwood. 

All  plugs  must  conform  strictly  to  outlines  and  dimensions 
shown  and  be  of  full  size  and  length. 

They  must  be  made  from  sound,  thoroughly  air-dried  white 
pine,  free  from  knots  and  sap. 


254  WEEDING   TRACKS. 

A  small  percentage  of  hardwood  plugs  may  be  ordered  and 
shall  be  of  white  oak,  rock  elm,  birch  or  maple. 

Bags  or  boxes  to  be  used  for  shipping. 

Plugs  are  purchased  subject  to  inspection  and  acceptance  of 
the  railway  company's  inspectors. 

Cutting  and  Destroying  Weeds.  —  Usually  the  weeds  are  cut 
with  a  shovel  and  thrown  on  the  sides  of  the  piles.  The  cost  is 
about  $25  per  mile  per  year.  On  dirt  track  this  practice  from 
between  ties  and  from  heads  of  ties  leaves  the  track  in  a  bad 
condition  and  necessitates  the  section  forces  refilling  same. 

Weeding  Track.  —  To  replace  hand  weeding  of  track,  weed 
burners  have  been  used  to  a  limited  extent,  and  weed  destroyers 
by  the  use  of  chemicals. 

The  application  is  made  in  a  dry  spell  with  a  tank  car  and 
sprinkling  device  to  distribute  over  the  track.  Average  cost 
$35  to  $45  per  mile. 

Chicago,  Milwaukee  &  St.  Paul  Ry.  treated  sixteen  miles  in 
1911  with  an  average  of  62.5  gals,  per  mile  at  a  cost,  including 
expense  of  train  crew,  of  $26.25  per  mile. 

Baltimore  &  Ohio  Ry.  treated  thirty-six  miles  in  1912,  a 
width  of  12  ft.  with  100  gals,  per  mile  at  a  cost  of  $37.75  per 
mile,  exclusive  of  $29.35  for  equipping  car  with  a  sprinkling 
device. 

Temperature  Expansion  (A.  R.  E.  A.).  — When  laying  rails  their 
temperature  should  be  taken  by  applying  a  thermometer.  To 
allow  for  expansion  the  openings  between  the  ends  of  adjacent 
33-ft.  rails  should  be  as  follows: 

Temperature, 
Fahrenheit.  Allowance. 

-20°  to      0° fV  inch 

0°  "     25° i      " 

50°  "     75° r*     " 

75°  "  100° i     " 

Over  100°  rails  should  be  laid  close,  without  bumping  .  ^    " 


TILE  DRAINS.  255 

Tile  Drains.  —  When  cut  and  surface  drainage  is  insufficient 
to  carry  off  the  surface  water,  or  where  trouble  has  developed 
from  the  formation  of  water  pockets,  or  where  the  material 
holds  the  water  so  that  it  is  prevented  from  escaping,  or  where 
conditions  are  such  that  the  track  is  rendered  soft  and  spongy 
during  rainy  spells,  making  it  hard  to  maintain  proper  line  and 
surface,  such  trouble  is  very  often  remedied  by  the  introduction 
of  tile  drains.  Drainage  of  this  character  is  very  common  and 
each  road  has  its  own  methods  of  getting  results. 

A  method  of  draining  wet  cuts  on  the  eastern  lines  of  the 
A.  T.  &  S.  F.  Ry.  is  shown  on  Fig.  82.  The  side  of  the  cut  is 
ditched  as  shown  and  the  tile  laid  at  the  bottom,  connecting 
with  which  are  branch  drains  at  about  16|  ft.  centers,  staggered; 
with  the  Santa  Fe  section,  the  ditch  is  about  3  ft.  deep,  1  ft. 
wide  at  the  bottom  and  7  ft.  at  the  top.  The  branch  pipes  are 
laid  so  as  to  tap  the  bottom  of  the  ballast  or  cinder  pocket  and 
the  lateral  trench  is  usually  filled  with  ballast  and  the  main 
ditch  with  cinders. 

The  cost  of  such  work  will  vary;  25  to  30  cents  per  lineal  foot 
is  a  common  figure  for  estimating  6-in.  and  4-in.  tile  drainage 
for  track  work. 

French  or  Rock  Drains.  —  For  draining  an  embankment  the 
"  French  "  or  rock  drains  are  used  to  a  large  extent  on  the  Santa 
Fe.  These  are  simply  trenches  filled  with  broken  stone,  3  to  4 
ft.  wide,  ordinarily  at  right  angles  to  the  track  and'  extending  to 
a  depth  sufficient  to  drain  the  water  pocket. 

Some  cases  extend  entirely  through  and  in  other  cases  only 
from  about  the  center  to  one  face  of  the  embankment.  The 
bottom  of  the  trench  is  graded  sufficient  to  ensure  flow  and  the 
distance  they  are  spaced  apart,  etc.,  depends  upon  the  location 
and  character  of  the  pocket  to  be  drained.  The  rock  is  usually 
rip-rap  or  one  man  stone,  and  sometimes  a  longitudinal  drain 
at  the  foot  of  the  embankment  is  also  inserted  into  which  the 
blind  drains  are  connected. 

The  cost  of  rip-rap  stone  is  usually  figured  at  about  SI. 25  per 
cubic  yard  in  place;  where  rock  is  available  the  cost  may  be  as 
low  as  50  cents  per  cubic  yard  in  place. 


256 


DETAILS  OF  TILE  DRAIN. 


>»•** 

J 

flVit.  Bell  End'  Tile  jp  .. 

n.- 

c 

^ 

a 

< 

"5 

,    4"Vit. 
End 

J 
3 

ZJ         ] 

m 

^i 
u 

LI 

— 

Bell 
File 

7 

09 

y 

HI 

—3               0 

Fig.  82.     Details  of  Tile  Drain. 


Surface  and  Sub-surface  Drainage  (A.  R.  E.  A.). — 

1.  Water  should  be  kept  off  the  roadbed  if  possible. 

2.  Intercepting  ditches  should  be  constructed  for  the  protection 
of  cuts. 

3.  Intercepting  ditches  or  pipe  drains  should  be  provided  for 
the  protection  of  banks  built  on  saturated  soils. 

4.  Side  ditches  should  be  constructed  in  cuts  through  all  classes 
of  materials. 

5.  Pipe  drains  should  be  provided  for  the  drainage  of  wet 
cuts. 


TRACK  VALUES. 


257 


EQUATING  TRACK  VALUES. 

To  determine  how  the  proper  standard  of  maintenance  may 
best  be  obtained  and  at  the  same  tLi  ~  assign  equal  or  equiva- 
lent duties  to  all  trackmen  the  following  tabio  01  equated  track 
values  has  been  suggested  by  the  Headmasters  and  Maintenance 
of  Way  Association. 

EQUATED  TRACK  VALUES  FOR  PRACTICAL  APPLICATION. 


Class. 

Force,  one 
foreman 
and 

Equiv. 
mileage 
or  sect. 

Men 
per  mile 
with 
fore- 
man. 

Men 
per  mile 
without 
fore- 
man. 

Miles 
per  man 
with 
fore- 
man. 

Miles 
per  man 
without 
fore- 
man. 

/  g 
A.   Double  track  lines  ]  ^y" 

6  men 
3  men 
4  men 
3  men 
4  men 
2  men 
3  men 
2  men 

»! 
•I 

M 

••{ 

0.78 
0.44 
0.83 
0.66 
0.71 
0.57 
0.50 
0.37 

0.67 
0.33 
0.66 
0.50 
0.57 
0.43 
0.37 
0.25 

1.29 

2.25 
1.20 
1.50 
1.40 
1.75 
2.00 
2.67 

1.50 

3.00 
1.50 
2.00 
1.75 
2.33 
2.67 
4.00 

A,   Single  track  lines    j  ^'  ' 

B.   Single  track  lines    j  ^  

C.    Single  track  lines    <  ^  

Each  supervisor  should  have  a  permanent  extra  gang  on  his 
district  on  the  following  percentage  of  the  actual  main  line  and 
siding  mileage  (not  equated) : 

Class  A.     Summer,  10  per  cent;  winter,  5  per  cent. 

Classes  B  and  C.     Summer,  6  per  cent;  winter,  3  per  cent. 

Proposed  Equated  Track  Mileage  Value. 

2  miles  of  passing  track  equal  1  mile  of  main  track. 

2J  miles  all  other  sidings  equal  1  mile  of  main  track. 

15  switches  equal  1  mile  of  main  track. 

24  single  derails  connected  with  tower  or  switch  stands  equal 
1  mile  of  main  track. 

12  single  track  railway  crossings  equal  1  mile  of  main  track. 

15  single  highway  crossings  (public  roads)  equal  1  mile  of 
main  track. 

10  single   highway  crossings  (city  streets)  equal   1   mile  of 

main  track. 

Classification  Track. 

Class  A  railways  are  those  having  more  than  one  track,  or  a 
single  track  with  the  following  traffic  per  mile: 

Freight  cars  per  year  equal  150,000  or  5,000,000  tons. 
Passenger  cars  per  year  equal  10,000. 
Maximum  passenger  speed  of  50  miles  per  hour. 


258  TOOL  EQUIPMENT. 

Class  B  roads  are  those  single  track  lines  having  the  follow- 
ing traffic  per  mile: 

Freight  cars  per  year  equal  50,000  or  1,670,000  tons. 
Passenger  cars  per  year  equal  5000. 
Maximum  passenger  speed  of  40  miles  per  hour. 
Class  C  lines  are  single  track  lines  not  meeting  the  minimum 
requirements  of  Class  B. 

TOOL  EQUIPMENT. 

Tools  to  supply  every  man  in  the  gang  and  several  extra  for 
repair  purposes  are  required,  for  each  section. 

The  kind  of  tools  used  vary  according  to  the  ballast  and  other 
conditions,  and  the  following  is  an  average  list  of  the  minimum 
equipment  for  section  gang  of  foreman  and  three  men: 

Adzes 2  Handles,  pick 2 

Axes 1  Jack  track 1 

Bars,  claw 2  Lanterns 4 

Bars,  crow 2  Levels,  spirit  pocket 1 

Bars,  lining 2  Levels,  track 1 

Bars,  tamping 2  Oil  can 1 

Boards,  elevation 1  Oiler 1 

Brooms 1  Oil  (signal),  pints 4 

Cars,  hand  or  motor 1  Padlock,  key,  and  chain 2 

Cars,  push 1  Pail,  water 1 

Chisel  rail 5  Picks  and  handles 4 

Cup,  tin 1  Platform  dumping  for  push  cars  .  1 

Flags,  red 2  Hatches  and  3  drills 1 

Flags,  yellow 2  Rail  tongs 2 

Grindstone 1  Saws,  hand 1 

Gauge,  track 1  Saws,  crosscut 1 

Globes,  red 2  Scythe,  complete,  grass  or  brush  .  1 

Globes,  white 2  Shovels,  track 6 

Globes,  yellow 2  Switch  key 1 

Hammers,  maul 2  Tape,  50  feet .  . 1 

Hammers,  nail 1  Template,  standard  roadbed. ....  1 

Hammers,  sledge 1  Torpedoes 12 

Handles,  adze 1  Wrenches,  monkey 1 

Handles,  axe 1  Wrenches,  track 3 

Handles,  maul 2 

Approximate  cost. 

1  car,  hand $40 

1  car,  push 30 

1  car,  dump  platform 21 

1  rail  bender 27 

1  rail  drill ;  25 

Balance  as  per  list 182 

Total $325 

If  motor  car  instead  of  hand  car  add 175 

$500 


MOTOR  AND  HAND  CARS.  259 

Equipment  for  One  Extra  Gang.  —  1  eccentric  rail  bender, 
1  rail  drill,  8  1-in.  and  4  If-in.  bits,  4  15-ton  double  action  track 
jacks,  6  hand  or  motor  cars,  4  push  cars,  4  platform  dump 
boxes,  6  dozen  snow  shovels,  6  track  wrenches,  6  claw  bars,  12 
spike  mauls,  24  lining  bars,  12  rail  tongs,  24  cold  sets,  6  dozen 
track  shovels,  24  spike  maul  handles,  24  pick  axes  and  handles, 
12  adzes  and  handles,  1  50-ft.  tape  complete,  1  crosscut  saw, 
1  hand  saw,  1  1-in.  -auger  12  in.  long,  6  tamping  bars,  1  16-in. 
monkey  wrench.  1  12-lb.  sledge  hammer. 

Approximate  cost,  $650  to  $1500. 

STANDARD  SIZES  OF  TOOL  HOUSES  ON  VARIOUS  RAILROADS. 

Pennsylvania 16  ft.  by  30  ft.  Philadelphia         and 

Pennsylvania 16  ft.  by  20  ft.  Reading 10  ft.  by  13  ft. 

Pennsylvania 12  ft.  by  14  ft.  Canadian  Pacific  and 

Cincinnati  Southern.  12  ft.  by  16  ft.  Northern  Pacific  . .    10  ft.  by  24  ft.* 

Union  Pacific 10  ft.  by  14  ft.  Canadian  Pacific  and 

Atchison,  Topeka  &  Northern  Pacific ..    10ft.  by  12ft.f 

SantaFe" 12  ft.  by  16  ft.      Lehigh  Valley 16  ft.  by  20  ft. 

Motor  and  Hand  Cars.  —  The  adoption  of  motor  cars  instead 
of  hand  cars  is  generally  recommended;  by  using  motor  there 
is  said  to  be  a  saving  of  two  cents  per  mile  over  the  hand  car. 
In  many  cases  engines  are  purchased  and  mounted  on  the  hand 
car. 

Price  of  one  hand  car $25.00 

Price  of  one  motor  car 200 . 00 

Price  of  one  engine  attached  to  hand  car 130 . 00 

On  sections  employing  up  to  eight  men,  a  motor  car  may 
affect  a  saving  of  one  man. 

The  idea  of  the  motor  car  instead  of  the  hand  car  is  to  save 
time  and  energy;  to  relieve  the  men  from  the  extra  labor  of 
hand  car  pumping  and  to  enable  gangs  to  combine  and  respond 
for  emergency  work  without  loss  of  time. 

The  Baltimore  &  Ohio  figures  that  a  saving  amounting  to 
$101.42  per  year  is  necessary  to  make  it  economical  to  substi- 
tute a  motor  car  costing  $200  for  a  hand  car  whose  first  cost  is 
$25.  The  comparative  capitalized  cost  of  the  two  is  estimated 
as  follows: 

*  Double.  t  Single. 


260 


REQUIREMENTS  AND  TYPES  OF  CARS. 


Motor  cars. 

Hand  cars. 

First  cost  of  cars  

$200.00 

$25.00 

Life  of  cars   . 

6  vr 

5  vr 

Interest  on  first  cost  of  5  per  cent 

10  00 

1  25 

Annuity  for  depreciation  at  5  per  cent 

20.94 

4  52 

•  Operation: 
Gasoline  at  $0.  15  

$49.35 

Oil  at  $0  50 

9  50 

Batteries  at  $0.20 

8  40 

Repairs  

12.00 

Total  

$79.25 

$79.25 

3.00 

Annual  cost  .  .    . 

$110  19 

$  8  77 

8.77 

Cost  of  operation  

$101  42 

Cost  of  Operation.  —  For  bridge  gangs,  motor  cars  save  much 
time  which  would  otherwise  be  wasted  in  waiting  for  local 
freights  to  move  the  gang  from  one  job  to  another.  Several 
roads  also  mention  the  saving  in  train  service  which  is  effected 
by  distributing  bridge  material  on  motor  cars. 

Analysis  of  costs  of  operation  which  have  been  obtained  by 
B.  &  B.  Assoc.,  1913,  show  the  following: 

AVERAGE  COSTS  PfcR  100  MILES. 


Fuel. 

Repairs. 

Total. 

Section  

1  10 

1  04 

2  14 

Bridge  

1  20 

1  60 

2  80 

Maintainers  

0.45 

Inspection  

1  07 

0  91 

1  98 

Miscellaneous  

1  16 

The  cost  per  100  miles  is  larger  for  bridge  men,  which  is 
consistent  with  the  larger  size  of  bridge  gangs. 

The  value  of  the  time  saved  in  one  month  during  1912  aver- 
aged $71.33  for  3  section  gangs,  and  was  $286.08  for  one  extra 
gang.  To  enable  comparisons  to  be  made,  one  road  is  now 
reducing  the  data  on  cost  of  operation  of  motor  cars  to  a  ton- 
mile  basis. 

Type  of  Car.  —  Small  engines  have  been  installed  on  hand  cars 
and  found  satisfactory  for  section  gangs,  especially  for  gangs  of 
two  or  three  men,  on  account  of  their  lighter  weight.  The  more 
rigidly  constructed  motor  cars  are  better  adapted  to  the  use  of 
the  larger  bridge  gangs. 


SECTION  FORCE  TRACK  WORK.  261 

The  advantage  of  the  2-cycle  engine  is  its  simplicity  of  opera- 
tion, while  the  manufacturers  of  the  4-cycle  engine  claim  greater 
economy  in  oil.  Other  features  to  be  considered  in  choosing  a 
car  are:  method  of  cooling,  air  or  water,  depending  on  whether 
car  is  to  be  used  for  running  continuously  for  long  distances,  or 
intermittently;  type  of  drive,  direct  or  friction,  and  power 
required. 

Recommended  Requirements  of  Motor  Cars.  —  The  car  should 
be  as  light  as  possible  consistent  with  required  strength,  and 
should  not  weigh  more  than  1000  Ibs.  The  most  of  the  weight 
should  be  over  the  loose  wheels,  to  facilitate  taking  the  car  off  the 
track.  Small  pipes,  which  freeze  quickly,  should  not  be  used  for 
cooling.  Water  cooling  should  not  be  added  if  necessitating  very 
much  additional  weight. 

The  car  should  be  designed  to  run  either  way  at  the  same 
speed,  with  equal  safety.  The  motor  should  be  started  with  the 
car  at  rest,  and  car  started  by  a  clutch  or  belt. 

The  maximum  speed  possible  should  not  exceed  20  miles  per 
hour.  It  is  very  desirable  to  have  at  least  two  speeds  in  either 
direction  to  enable  the  car  to  pull  heaVy  loads  up  steep  grades  at 
low  speed,  and  at  increased  speed  over  light  grades. 

The  car  should  be  designed  as  simply  as  possible,  with  all  parts, 
easily  accessible. 

SECTION  FORCE  TRACK  WORK;. 

There  is  a  great  deal  to  be  said  in  favor  of  a  definite  program 
of  section  force  work,  and  whether  it  is  followed  out  or  not  in 
actual  practice,  it  is  bound  to  help  the  section  foreman  as  it 
brings  to  his  attention  many  items  that  might  otherwise  be 
neglected. 

A  suggested  plan  of  work  by  W.  F.  Rench,  described  in  the 
August  number  of  the  Ry.  Main.  Engineer  for  1916,  is  given 
below.  It  is  recognized  of  course  that  certain  conditions  must 
exist  before  a  program  of  this  kind  can  be  carried  out,  and  when 
such  are  lacking  it  would  have  to  be  modified  to  suit  seasonable 
and  other  conditions. 

In  the  item  of  rail  renewal  there  is  a  possibility  of  divergence 
because  the  material  may  not  be  supplied  promptly.  A  large 
percentage  of  the  rail  is  scheduled  to  be  applied  in  the  winter 
and  early  spring;  this  is  rendered  practicable  by  the  increas- 


262 


SECTION   FORCE  TRACK   WORK. 


*« 

^-g 

i    • 

.fii 

.. 

HI 

8 

|s|  _ 

I 

Month. 

-•Ss  c 

H 

««  o  R 
°£-o 

M 

^  "o|s 

£ 

Work  to  be  engaged  in. 

Per  cent  < 
renewec 
tracks 
me 

1 

^ 

fl    (C'O    C 

PH 

January  

15 

Laying  new  rail,  constructing  standard 

ditches,  removing  snow  and  ice,  sur- 
facing, shimming  and  gaging. 

February 

30 

Laying  new  rail,  constructing  standard 

ditches,  removing  snow  and  ice. 

March 

45 

Mainly  surfacing,  continuing  rail  renew- 

als, starting  tie  renewals,  policing  the 

road,  installing  under  drainage. 

April  

27 

25 

50 

First  half,  laying  rail,  putting  in  ties, 

raising  track  where  tie  renewals  were 

made;  second  half,  surfacing  track. 

May  

46 

35 

65 

Vigorous   prosecution   of   tie   renewals, 

rail  renewals  and  track  raising,  with  as 
much  policing  as  possible. 

June  

57 

50 

70 

First  three  weeks,  surfacing,  including 

track  raising;    last  week,  continuing 

rail  and  tie  renewals.    Mow  the  right 

of  way  about  the  middle  of  the  month. 

July 

72 

68 

85 

First  half    continuing  rail  and  tie  re- 

newals;   second  half,  lining  and  sur- 

facing and  gaging. 

August 

90 

78 

90 

Vigorous   prosecution   of   tie  renewals 

track    raising,    rail    repairs,    with    as 

ample  policing  as  possible. 

September  — 

95 

90 

95 

First  half,  surfacing  and  lining;  second 

half,  general  policing  of  roadway,  bal- 

last border  and  ditches,  with  rail  and 

tie    renewals    in    sidings.     Mow    the 

right  of  way  the  second  week  in  this 

month. 

October  

100 

100 

100 

Final  policing  of  the  road  for  the  division 

inspection  along  with  necessary  lining, 
surfacing  and  gaging    and    repairing 

crossings. 

November.  .  . 

Surfacing  and  lining  in  order  to  enter 

upon  the  closed  period  in  the  best 
shape  possible. 

December  .  . 

Cleaning  snow  and  ice,  keeping  ditches 

open,  making  standard  ditches  where 

possible. 

Saturday  to  be  devoted  to  policing,  cleaning  up  scrap,  pulling  grass  and  weeds. 
Between  June  and  September,  two  days  each  month  to  be  devoted  to  tightening  bolts. 
Last  working  day  each  month,  bridge  seats  to  be  cleaned  thoroughly. 

When  making  tie  renewals,  3£  days  to  be  devoted  to  putting  in  ties,  1|  days  to  surfacing  or 
raising  the  stretch  renewed. 

ing  use  of  plain  base  splices  and  the  ability  to  postpone  for 
a  time  the  spacing  of  the  ties.  The  program  coordinates  the 
laying  of  rail  to  some  extent  with  the  several  periods. 


RIGHT  OF  WAY  FENCES. 


263 


CHAPTER  XIII. 
RIGHT   OF  WAY  FENCES. 

Wire  Fence.  —  The  wiring  is  generally  purchased  in  accord- 
ance with  the  company's  specification.  Particular  attention 
should  be  given  to  the  gauge  of  wires,  the  galvanizing  and  the 
weaving. 

Either  woven  or  field  erected  fencing  is  used.  When  woven, 
the  fence  is  shipped  in  rolls,  and  when  field  erected,  the  wire  is 
usually  sent  from  the  shop  in  reels. 

The  C.  P.  R.  standard  fences  are  shown,  Fig.  82a,  both  for 
woven  and  field  erected.  The  woven  fence  is  used  on  fairly 
even  ground  and  the  field  erected  when  the  ground  is  rough  and 
uneven. 


This  port  to  be  stnlned  np  at  least  2  * 


TO  BE  USED  ON  SMOOTH  OR  LEVEL  GROUND 


gX  Pitohg-  End  Panel 


This  poat  to  be  strained  up  at  least  2  ' 


TO  BE  USED  ON  SMOOTH  OR  LEVEL  GROUND 
TO  TURN  CATTLE  A  HORSES  ONLY 


•r 

!i 

e 

'£ 

•4f- 

*-• 

.This  post  to  be  strained  op  at  least  2 
-End  Panel  U-  i^per.  l'x  2 '          . 


10V   to  'Ji  ft 


TO  BE  USED  ONLY  IN  WILD  CATTLE  GRAZING  DISTRICTS 


Fig.  82a.    C.  P.  R.  Fences. 


264 


COST  OF  GALVANIZED  IRON  FENCES. 


TABLE  100.  —  APPROXIMATE  COST,  GALVANIZED  IRON  FENCES. 


Material  per  rod  (16*  ft.). 

7-strand 
woven 
wire. 

7-strand 
field 
erected. 

5-strand 
woven 
wire. 

5-strand 
field 
erected. 

Wire  fencing  FOB.  (gal.  iron)  

0.30 

0.37 

0.25 

0.31 

Posts  (wood)                    

0.18 

0.18 

0.18 

0.18 

Staples  locks  etc.       

0.05 

0.07 

0.04 

0.06 

Erection                   

0.18 

0.27 

0.16 

0.24 

Supervision  and  contingencies  

0.09 

0.16 

0.07 

0.11 

Cost  per  rod  

$0.80 

$1.05 

$0.70 

$0.90 

Cost  per  mile  fence  

$256.00 

$336.00 

$224.00 

$288.00 

Cost  per  mile  track  

$512.00 

$672.00 

$448.00 

$576.00 

BILL  OF  MATERIAL  FOR  ONE  MILE. 

WOVEN  SEVEN-WIRE  FENCE. 

Posts  25  ft.  apart: 

320  rods  7-wire  48-in.  woven  wire  fencing  as  specified. 

14  Ib.  IHn.  galvanized  wire  fence  staples. 

212  fence  posts  8  ft.  0  in.  long,  5-in.  diameter  at  small  end. 

For  end  panel  add: 

1  fence  post  9  ft.  0  in.  long,  8  in.  diameter  at  small  end. 

1  piece  4  in.  X  4  in.  X  12  ft.  4  in.  long. 

2  pieces  2  in.  X  6  in.  X  3  ft.  0  in.  long. 

I  Ib.  60  d.  steel  wire  nails. 
30  yds  wire  No.  9. 

WOVEN  FIVE-WIRE  FENCE. 
Posts  25  ft.  apart: 

320  rods  5-wire  44-in.  woven  wire  fencing  as  specified. 

II  Ib.  l£-in.  galvanized  wire  fence  staples. 

212  fence  posts  8  ft.  0  in.  long,  5  in.  diameter  at  small  end. 

For  end  panel  add 

1  fence  post  9  ft.  0  in.  long,  8  in.  diameter  at  small  end. 

1  piece  4  in.  X  4  in.  X  12  ft.  4  in.  long. 

2  pieces  2  in.  X  6  in.  X  3  ft.  0  in.  long. 
1  Ib.  60  d.  steel  wire  nails. 

30  yds.  wire  No.  9. 


BILL  OF  MATERIAL  FOR  FENCES.  265 

BILL  OF  MATERIAL  FOR  ONE  MILE   (Continued). 

FIELD  ERECTED  SEVEN-WIRE  FENCE. 
Posts  25  ft.  apart: 

14  reels  of  160  Ibs.  each  of  wire  as  specified. 

14  Ib.  l£-in.  galvanized  wire  fence  staples. 

212  fence  posts  8  ft.  0  in.  long,  5  in.  diameter  at  small  end. 

For  each  panel  add: 

1  fence  post  9  ft.  0  in.  long,  8  in.  diameter  at  small  end. 

1  piece  4  in.  X  4  in.  X  12  ft.  4  in.  long. 

2  pieces  2  in.  X  6  in.  X  3  ft.  0  in.  long. 

I  Ib.  60  d.  steel  wire  nails. 
30  yds.  wire  No.  9. 

27J  bundles  of  stays  of  100  each  as  specified. 
14,240  locks  as  specified. 

FIELD  ERECTED  FIVE-WIRE  FENCE. 
Posts  25  //.  apart: 

10  reels  of  160  Ibs.  each  of  wire  as  specified. 

II  Ibs.  l|-m-  galvanized  wire  fence  staples. 

212  fence  posts  8  ft.  0  in.  long,  5  in.  diameter  at  small  end. 

For  end  panel  add: 

1  fence  post  9  ft.  0  in.  long,  8  in.  diameter  at  small  end. 

1  piece  4  in.  X  4  in.  X  12  ft.  4  in.  long. 

2  pieces  2  in.  X  6  in.  X  3  ft.  0  in.  long. 
1  Ib.  60  d.  steel  wire  nails. 

30  yds.  wire  No.  9. 

27J  bundles  of  100  each  of  stays  as  specified. 

8480  locks  as  specified. 

STOCK  RANGE  FENCE. 

27  reels  of  100  Ibs.  each  of  barb  wire  as  specified. 

When  posts  are  25  ft.  apart: 

22  Ib.  1-in.  galvanized  wire  fence  staples. 

9  Ib.  H-in.  galvanized  wire  fence  staples. 

636  1-in.  X  2-in.  droppers  4  ft.  6  in.  long. 

212  fence  posts  8  ft.  0  in.  long,  5  in.  diameter  at  small  end. 

For  each  end  panel  add: 

1  fence  po  t  9  ft.  0  in.  long,  8  in.  diameter  at  small  end. 

1  piece  4  in.  X  4  in.  X  12  ft.  4  in.  long,  2  pieces  2  in.  X  6  in.  X  3  ft.  0  in. 

long. 
30  yds.  wire  No.  9.      1  Ib.  60  d.  steel  wire  nails. 


266 


COST  OF  FENCING. 


COMPARATIVE  COSTS  OF   FENCING   WITH  METAL  POSTS  AND  WOOD  POSTS 
ON  THE  B.  &  O.  R.  R. 

On  two  sections  of  test  fence,  4620  ft.  long  each,  on  the  Philadelphia  Divi- 
sion of  the  B.  &  O.  R.  R.,  erected  in  May,  1913,  one  section  had  metal  posts 
and  the  other  had  wood  posts;  the  cost  was  as  follows: 


Material. 

Steel  posts. 

Wooden  posts. 

Labor,  driving  and  tamping  intermediate  .... 

$0.0573 

Setting  end  or  anchor  posts  

1.22 

Digging  holes,  distributing  and  setting  
Erecting  fence  on  posts  per  rod  

$1.2773 

'  6'is 

$6!  1879* 

0.1576 

Erecting  fence  on  posts  per  mile 

57  60 

50  43 

Stretching  wire,  per  rod 

0  0613 

0  0672 

Stretching  wire,  per  mile     .    . 

19  62 

21  50 

Posts,  price  

0  245  (line) 

0  18 

Posts,  cost  in  place  

0.3023 

0  2679 

Concrete  Fence  Posts.  —  Concrete  fence  posts  have  been 
used  extensively  on  the  Chicago,  Burlington  &  Quincy.  The 
standard  post  is  of  circular  section,  3j-in.  top,  4J  in.  at  the  butt 
and  7  ft.  long  reinforced  with  six  wires;  thirteen  pin  holes  are 
provided  to  permit  of  the  application  of  the  fence  wires. 

The  material  necessary  to  make  100  posts  are  19  sacks  of 
cement,  2J  cu.  yd.  washed  sand  and  100  sets  of  six  wire  rein- 
forcement 7  ft.  long. 

Posts  are  said  to  cost  21  cents  each  in  the  storage  pile  when 
made  by  the  railroad. 

Old  Boiler  Flue  Fence  Posts.  —  Old  boiler  flues  are  used  to 
some  extent  on  the  Chicago,  Rock  Island  &  Pacific  for  fence 
posts.  The  flues  are  cut  in  7-ft.  lengths,  and  the  holes  are 
machine  punched  in  one  operation  for  the  wire  fence  to  be 
used.  After  the  posts  are  pointed  at  one  end  they  are  dipped 
in  hot  asphalt  and  then  dried.  The  cost  allowing  scrap  value 
for  old  flues  is  between  7  and  10  cents  or  an  average  of  8|  cents 
per  post.  The  flues  are  driven  into  the  ground  by  means  of  a 
maul,  the  top  being  protected  by  a  board  while  driving. 

For  permanent  and  portable  snow  fences  see  page  275. 


FARM  GATES. 


267 


Farm  Crossing  Gates.  —  Generally  made  of  wood  and  wire, 
or  gas  pipe  and  wire,  the  last  mentioned  being  known  as  the 
steel  gate. 

Usually  14  and  16  ft.  long,  standing  4  ft.  6  in.  above  ground 
4  ft.  high,  made  to  swing  outward  away  from  track. 


Kind. 


Approximate  cost, 
delivered  F.  O.  B. 


Swing  wire  gate  with  wooden  frame  complete  14  ft. 

long  (Fig.  84) 

Swing  wire  gate  with  steel  frame  complete  14  ft.  long 

(Fig.  85) 

Swing  board  gate,  board  frame  14  ft.  long  (Fig.  83) 

Swing  wire  gate,  steel  frame  16  ft.  long  (Fig.  85) 

Swing  wire  gate  pipe  braced  16  ft.  long  (Fig.  86) 


$3. 75  to  $4. 00 

4. 00  to  4.25 

4. 25  to  4.50 

4. 50  to  5.00 

4. 75  to  5.25 


1x8 


Fig.  83.     Swing  Board  Gate 


Fig.  84.     Swing  Wire  Gate  (Wood  Frame). 

Wooden  Gates.  (Figs.  83  and  84.)  —  The  wooden  gates  are 
usually  made  of  2"  X  3"  frame  all  round  with  a  2"  X  3"  post 
in  center  and  No.  9  galvanized  wire  mesh  over,  with  two  diag- 
onal cross-wire  ties. 


268 


FARM  GATES. 


The  wooden  swing  board  gate  is  made  up  of  four  1"  x  6" 
X  16'  planks  with  8-in.  spaces  between  having  one  center  and 
two  diagonal  planks  I"  X  6". 

Steel  Gates.  (Figs.  85  and  86.)  —The  steel  pipe  gates  are  made 
with  IJ-in.  steel  pipe,  divided  into  three  equal  panels  with  two 
vertical  IJ-in.  bars  between,  covered  with  No.  9  galvanized 
iron  wire  mesh  with  diagonal  wire  brace. 


•£• 

1 

^ 

\ 

Fig.  85.     Steel  Gate. 

|^£^^                                                   ^  Steel  tube  I'internal  dia.  not  less  than  %£thlck      ' 

C 

A 

A" 

^^ 

No.9 

Wire^ 

b 

I 

x-  —  Lpipe  CoupUng 

^f 



ilJT- 

u^ 

I     S~ 

12V^5 

--X 

^  — 

-13Hr~\^ 

-^ 

12  \f 

-> 

02  ul 

13U 

i'ip 

e  C..uj 

ling 

ft^ 

^~ 

C_- 

B 

•-Kb 

ternaljdia.  no   less 
ThanT7  *t  hick  

1 

^v 

—  a 

A 

4 

- 

+ 

-c                                                 ifiV                                                 ! 

• 
h      ' 

1 

ELEVATION 
Looking  towards  Track 


Traekside 


Chain  and  Staple  faatening. 


HOOK  CHAIN  &  STAPLE 

Fig.  86.    C.  P.  R.  Standard  16-ft.  Gate. 


BAND  A 
Wrot.  Iroa 


^9  Bolt 


CATTLE  GUARDS. 


269 


Cattle  Guards.  —  At  public  highways  and  other  crossings 
cattle  guards  are  placed  on  each  side  of  the  road,  to  prevent 
cattle  from  getting  on  the  right  of  way. 

They  are  made  of  various  kinds  of  material,  metal  and  wood 
being  used  principally.  The  metal  guards  are  liable  to  rust 
unless  frequently  painted.  The  wood  cattle  guard  is  the  most 
popular. 


Fig.  87.     Wood  Cattle  Guard. 

Wood  Cattle  Guards.  (Fig.  87.)  —  The  common  wood  cattle 
guard  consists  of  a  number  of  board  slats  lj"  X  5"  X  8'  nailed 
at  about  4-in.  centers  to  slant  face  wood  blocks,  one  block  at 
each  end  between  each  slat,  10  slats  with  18  blocks  forming  a 
section;  three  sections  are  generally  used,  one  at  each  side  and 
one  in  the  center  of  track,  and  placed  each  side  of  road  crossing 
resting  on  2"  X  6"  timbers  supported  on  8-in.  diameter  cedar 
posts  with  small  brace  straps  at  the  bottom  and  ends;  the  rest 
timbers  are  arranged  to  come  about  level  with  base  of  rail,  so 
that  the  guard  extends  about  4  in.  above  the  base  of  rail.  The 
guards  and  fence  posts  are  usually  whitewashed  when  placed. 

Whatever  type  or  make  the  cattle  guard  may  be  it  is  essential 
that  it  be  held  down  in  the  most  rigid  manner  so  that  none  of 
its  parts  can  become  loose  and  engage  a  locomotive  pilot,  a 
brake  beam,  or  some  other  part  of  a  passing  train.  There 
should  be  no  pockets  that  will  collect  dust,  leaves  or  moisture 
which  will  cause  deterioration  and  shorten  the  life  of  the  guard. 

Fig.  87a  illustrates  two  methods  of  placing  guards,  one  within 
the  right  of  way,  the  other  on  the  public  road. 


270 


CATTLE  GUARDS. 


Pit  Guards.  —  The  pit  guard  is  usually  an  open  culvert  spanned 
by  stringers  to  carry  the  track;  their  use  for  many  reasons  is  not 
recommended. 

Metal  Guards.  —  Metal  guards  made  with  galvanized  iron  bent 
to  form  any  desired  type  of  cattle  guard  is  usually  made  up 
in  sections  arranged  to  fasten  to  the  track  ties,  the  two  outer 
sections  being  supported  at  the  ends  with  2"  X  6"  timbers 
nailed  to  8-in.  cedar  posts  similar  to  the  wood  guard  supports. 


Fence 


Fig.  87a.    C.  P.  R.  Method  of  Placing  Cattle  Guards  at  Road  Crossings. 


COST  OF  WOODEN  CATTLE  GUARDS.  271 

Approximate  Cost  of  Wooden  Cattle  Guards. 
SINGLE  TRACK  (ONE  COMPLETE  CROSSING,  6  SECTIONS),  FIG.  88. 

Lumber: 

Ft.  B.  M. 

60  pcs.    11"  X  4"  X  8'  If"   (out   of    16   ft. 

lengths) 200 

4  pcs.  4"  X  8"  X  14'  0"  separators  to  slats, 

etc 150 

16  pcs.  2"  X  6"  X  18' 0"  fence  rails,  braces, 

etc 288 

8  pcs.  2"  X  6"  X  14'  0"  return  fence  rails.     168 

806  @$25perM.   $20.15 
Hardware: 

20  Ib.  20  d.  cut  nails  @  6£ $1 . 20 

14  Ib.  50  d.  cut  nails  @  G£ 0.85 

Labor,  making  and  installing 10 . 80 

Total  for  one  single  crossing  complete $33 . 00 

If  cedar  posts  are  required  at  return  fences  add: 
20  cedar  posts  9  ft.  long,  180  ft.  @  30?f  each    $6 . 00 
Labor  digging  holes  and  setting  posts  @ 

25£  each 5.00 

$11.00 

RENEWING  Six  MOVABLE  PANELS. 
Lumber: 

Ft.  B.  M. 

60  pcs.   11"  X  4"  X  8'  If"   (out  of   16  ft. 

lengths) 200 

4  pcs.  4"  X  8"  X  14'  0"  separators  to  slats, 

etc 150 

6  pcs.  2"  X  6"  X  9'  0"  braces,  etc 54 

404  @$25perM.  $10.10 

Hardware: 

16  Ib.  4-in.  cut  nails  @  6ff $1 .08 

14  Ib.  5^-m.  cut  nails  @  6£ 0.82 

Labor,  making 6 . 00 

Total  for  renewing  6  panels  for  one  single  track  crossing. . . .  $18.00 


272 


WOODEN  CATTLE  GUARDS. 


HP 


CATTLE  GUARD 

s*l 

SINGLE  TRACK 

lift 

B, 

•J? 


COST  OF  WOODEN  CATTLE  GUARDS.  273 

Approximate  Cost  of  Wooden  Cattle  Guards  (Continued). 
DOUBLE  TRACK  (ONE  COMPLETE  CROSSING,  10  SECTIONS),  FIG.  89. 

Lumber: 

Ft.  B.  M. 
114  pcs.    H"X4"X8'lf"    (out   of   16  ft. 

lengths) .  . : 380 

8  pcs.  4"  X  8"  X  14'  0"  separators  to  slats, 

etc „ 300 

28  pcs.  2"  X  6"  X  18'  0"  fence  rails,  braces, 

etc 504 

1184©  $25  per  M.  $29.60 
Hardware: 

40  Ib.  4-in.  cut  nails  @  6«f $2. 40 

28  Ib.  5|-in.  cut  nails  @  G£ 1 . 68 

Labor,  making  and  installing 21 . 32 

Total  for  one  double  crossing  complete $55.00 

If  cedar  posts  are  required  at  return  fences,  add: 

16  cedar  posts  9  ft.  long  @  30?f  each $4 . 80 

Labor,  digging  holes  and  setting  posts  16 

@  25i  each 4.00 

$8.80 

RENEWING  TEN  MOVABLE  PANELS. 

Lumber: 

Ft.  B.  M. 
114  pcs.    U"X4"X8'lf'    (out   of   16  ft. 

lengths) 380 

8  pcs.  4"  X  8"  X  14'  0"  separators  to  slats, 

etc 300 

6  pcs.  2"  X  6"  X  18'  0"  braces,  etc 108 

788  @  $25  per  M.  $19.70 
Hardware: 

32  Ib.  4-in.  cut  nails  @  6jf $1 .92 

28  Ib.  5£-in.  cut  nails  @  Gl 1.68 

Labor,  making 12.70 

Total  for  renewing  10  panels  for  one  double  track  crossing.     $36.00 


274 


WOODEN   CATTLE  GUARDS. 


5*3 


VUE 


I 


'•'.  V 


:g^=^ 

BE 

«S 


^ 

—M  

^>fr 

tHk 

r-n^ 

i 

2 

5 

—  h  
—  l-i  

ri~fp 
^ 

I, 

SNOW  AND  SAND  FENCES. 


275 


CHAPTER  XIV. 
SNOW  AND   SAND   FENCES   AND   SNOW   SHEDS. 

Wood  Snow  Fences.  *—  Snow  fences  are  used  in  open  country 
to  prevent  or  minimize  trouble  from  drifting  snow  blocking  the 
track.  They  are  usually  of  wood,  though  tree  and  hedge  fences 
and  earth  banks  are  in  use. 

When  permanent,  a  close  or  open  board  fence  is  erected  on 
the  portion  of  the  right  of  way  affected,  30  to  50  ft.  from 
track.  When  located  off  the  right  of  way,  permission  is  usually 
obtained  from  the  farmers,  and  portable  fences  are  used  and 
placed  150  feet  or  more  from  the  track. 


Kind. 


Approximate  cost. 


Permanent  close  board  fence  per  lin.  ft. 
Permanent  open  board  fence  per  lin.  ft. 
Portable  fence  per  lin.  ft 


50  to  60*f 
40  to  50jf 
30  to  4Q 


Permanent  Close  Board  Fence.  —  Cedar  posts  8  in.  diameter 
by  12  ft.  long,  placed  8-ft.  centers,  standing  about  8  ft.  6  in. 
from  ground  line,  and  covered  with  |-in.  boards  to  within  one 
foot  of  ground  with  I"  X  6"  cover  piece  over  the  joints  at 
each  post. 


«v 


//   II  \\ 

Fig.  91.     Permanent  Snow  Fence  (Open  Board). 


276 


COST  OF  FENCING. 


<H8>      %  x  *H  Cbrnige  bolts  with  2      3f 

3                                             OiB 

Fig.  92.    Portable  Snow  Fence. 

Permanent  Open  Board  Fence.  (Fig.  91.)  —  Similar  to  the 
close  board  fencing  excepting  that  the  boards  are  placed  with 
6-in.  spaces  between. 

Portable  Fence.  (Fig.  92.)  —  Made  in  sections  14  and  16  ft. 
long,  with  triangular  shaped  supports  6  to  8  ft.  high,  and  about 
6  ft.  spread,  with  2"  X  6"  inclined  main  supports  at  7-ft.  cen- 
ters, and  "2"  X  6"  brace  behind;  when  not  held  down  by  stakes 
to  ground,  2"  X  6"  ties  are  used  at  the  bottom  of  frame  and 
stone  piled  on  top. 

The  boards  are  J-in.  material  from  6  to  8  in.  wide,  about 
12-in.  centers  with  4  to  6-in.  spaces  between. 


Approximate  estimate  of  cost. 

PERMANENT  CLOSE  BOARD  FENCING. 
One  16-foot  Panel. 

2  fence  post  holes  @  350 $0. 70 

2  posts  8-in.  diameter,  12  ft.  long  @  90 ,  2. 16 

150  ft.  B.  M.  boarding  @  $35 5.25 

3§  Ib.  12  d.  steel  nails  @  80 0.28 

2  stake  posts  6-in.  diameter,  5  ft.  long,  each  @  250 0.50 

16  ft.  galvanized  iron  guy  wire 0.11 

Total,  p.  panel &TOO 


PICKET  FENCE.  277 

PERMANENT  OPEN  BOARD  FENCE. 

One  l&-foot  Panel 

2  fence  post  holes  @  35fi $0.70 

2  posts  8-in.  diameter,  12  ft.  long,  @  9jf 2. 16 

97  ft.  B.  M.  boarding  @  $35 3.40 

If  Ib.  nails  @  81 0. 13 

2  stake  posts  6  to  8  in.  diameter,  5  ft.  long,  each  25^ 0.50 

16  ft.  galvanized  iron  wire 0.11 

Total,  p.  panel. . . I $7.00 

PORTABLE  FENCE. 

One  14-foot  Panel. 

150  ft.  B.  M.  timber  at  $35 $5.25 

3  Ib.  nails  @  8^ 0.24 

3£"  X  4£"  carriage  bolts  with  washers 0.31 

Ground  stakes  or  bottom  ties 0.20 

Total,  p.  panel $6.00 

Location  of  Snow  Fences.  —  Snow  fences  are  located  more 
from  experience  based  upon  personal  observation  during  winter 
conditions,  rather  than  from  any  hard  and  fast  rules. 

A  hilly,  rolling  or  open  country,  generally  free  from  vegeta- 
tion, offers  the  greatest  possibilities  for  the  use  of  snow  fences. 
The  fence  should  be  placed  as  nearly  windward  from  the  cut  to 
be  protected  as  possible.  For  general  use  a  portable  type  is 
recommended. 

On  some  roads  where  the  land  is  of  little  value  or  is  not  in 
use,  the  company  get  the  privilege  of  locating  the  snow  fences 
to  secure  the  best  results,  as  sometimes  it  is  necessary  to  place 
two  or  three  parallel  rows  of  snow  fence  spaced  150  to  200  ft. 
apart  where  the  land  slopes  downward  towards  the  cut  to  be 
protected,  or  where  the  ground  rises  abruptly  towards  the  cut 
it  may  be  necessary  to  place  the  fences  50  ft.  or  less  apart. 

Picket  Fence.  —  The  ordinary  picket  fence  for  use  in  yard 
shops,  etc.,  consists  of  8-in.  cedar  posts  9  to  10  ft.  long,  set  6  ft. 
above  ground  and  3  to  4  ft.  under,  at  about  8-ft.  centers,  with 
3"  X  4"  runners  top  and  bottom,  set  about  12  to  18  in.  from 
ground  and  top  of  posts;  to  these  are  nailed  4"  X  1"  X  6' 
vertical  pointed  end  pickets,  with  spaces  between  varying  from 
1  in.  to  6  in. 


278 


SNOW  SHEDS. 


Approximate  cost  per  linear  foot,  50  to  75  cents  in  wood. 
Approximate  cost  per  linear  foot,  $1  to  $1.25  in  wood  and 
metal  (Fig.  93). 


No.  24  Gauge  Galy'd 

Corrugated  Iron  _ 

(Birmingham  Gauge) 


«r'%j^ 
t    1 

/SSN/fci«Sky*KS&/»«N»y5«*«W'/:  SSs 

!i- 

-8'Cedar  Posts  12's'long  •  —  .  » 

!,j 

, 

lij 

L^S'X  4*Anohor  2'u'long-p—  — 

3V.4"Anohor  a'o'long 


BACK  EU-VATION 


EARTH  SECTION 


Fig.  93.     Picket  Fence. 


Snow  Sheds.  —  Snow  sheds  are  erected  principally  to  pro- 
tect the  track  from  snow  slides,  and  are  designed  to  suit  the 
varying  conditions  for  each  particular  locality. 

Level  fall  sheds  are  also  built  where  excessive  heavy  falls  of 
snow  are  frequent. 

What  might  be  termed  a  typical  shed,  Fig.  94,  built  with 
cedar  crib  on  the  inside  to  retain  the  earth,  and  rock  backing 
from  the  original  slope  line,  with  roof  over  track,  and  trestle 
bent  supports  on  the  outside.  The  width  of  roadbed  is  made 
sufficient  to  take  summer  and  winter  tracks.  The  bents  on  the 
outside  are  spaced  4  to  8  ft.  apart  and  sheathed  with  plank  2  to 
4  in.  thick,  depending  upon  the  span. 

Approximate  cost,  $45  to  $80  per  lineal  foot  of  shed  complete. 

A  gallery  shed  (Fig.  95)  is  built  with  round  or  square  timbers 
in  trestle  fashion  to  carry  slide  protection  back  to  slope,  and  the 
roof  over  the  track.  The  gallery  bents  are  built  4  to  12  ft. 
apart,  with  run  beams  to  carry  the  roof  joists  and  planking. 

Approximate  cost,  $18  to  $45  per  lineal  foot  of  shed  complete. 

A  valley  shed  (Fig.  96)  consists  of  two  cribs  with  earth  and 
rock  backing  and  roof  over  tracks.  The  cribs  resist  the  impact 
from  sliding  masses  of  snow  that  may  come  from  either  side. 

Approximate  cost,  $70  to  $100  per  lineal  foot  of  shed  complete. 


SNOW  SHEDS. 


279 


TOE  CRIB  AND  GALLERY 
Pg.98 


280 


CONCRETE  SNOW  SHEDS. 


The  crib  and  gallery  sheds  (Figs.  97  and  98)  are  a  combina- 
tion of  crib  and  gallery  trestling  to  take  the  slope  with  roof  over 
track  and  timber  trestle  bents  on  the  outside. 

Approximate  cost,  $30  to  $60  per  lineal  foot  of  shed  complete. 

Level  fall  shed  not  exposed  to  slides.  The  side  walls  are  built 
of  round  or  square  timbers  sheathed  with  plank,  with  double- 
pitched  roof  over  track,  properly  braced,  with  openings  left  for 
ventilation.  The  width  varies  from  16  to  18  ft.,  and  the  height 
20  to  22  ft.  6  in.  clear,  the  bents  being  spaced  from  5  to  12  ft. 
apart. 

Approximate  cost,  $10  to  $15  per  lineal  foot  of  shed  complete. 

The  Great  Northern  timber  sheds  are  shown,  Fig.  99.  The 
bents  are  12"  X  12"  with  plank  braces,  spaced  4  ft.  center  to 


K*DriftBolt 


8'Centers 


OUTER  PANEL 

IN 
LEVEL  GROUND 


-fc  Drift  Bolts 
•  Crib  where  required 
on  steep  ground 


Each  Timber 
Drift  Bolted  each  Bearing 


SECTIONAL  ELEVATION 

Fig.  99.     Great  Northern  Snow  Shed. 

center  where  heavy  slides  are  expected  and  8  ft.  center  to  center 
for  lighter  slides.  On  flat  ground  the  timber  crib  is  omitted  on 
the  outer  side  of  the  shed  and  the  roof  is  extended  or  canti- 
levered  only  halfway  over  the  track. 

It  was  estimated  that  6100  ft.  of  timber  shed  (100  ft.  replac- 
ing old  sheds)  would  cost  $450,000. 

Concrete  and  Wood  Snow  Sheds.  —  Combination  snow  sheds 
of  concrete  and  wood  on  the  line  of  the  Great  Northern  Rail- 
way crossing  the  Cascade  Mountains,  in  Washington,  as  illus- 
trated and  described  in  Engineering  News,  Vol.  75,  No.  25,  is 
shown,  Fig.  100. 


282  CONCRETE  SNOW  SHEDS. 

It  consists  of  a  back  wall  of  concrete  (gravity  type)  and  tim- 
ber posts.  The  roof  timbers  consist  of  16"  X  16"  transverse 
timbers  laid  close  together  and  rest  directly  on  the  wall  and 
are  notched  to  fit  over  the  projecting  leg  of  a  continuous  4"  X  5" 
T-bar  embedded  in  the  concrete.  The  ends  of  the  timbers  are 
housed  beneath  a  projecting  ledge  on  the  wall,  with  4-in.  wood 
blocks  wedged  between  the  timber  and  the  ledge. 

The  roof  timbers  are  securely  anchored  to  the  wall  by  hori- 
zontal l}-in.  bolts  which  pass  through  2-in.  sleeves  and  have 
their  heads  held  in  a  6-in.  channel  on  the  back  of  the  wall.  Upon 
the  roof  timbers  is  spiked  a  line  of  steel  plates  Ty  X  18",  in 
lengths  of  11  ft.  11  in.,  secured  by  drift  bolts.  Upon  these  plates 
are  riveted  socket  castings  for  the  anchor  bolts,  the  nuts  being 
screwed  up  against  the  castings.  These  anchor  bolts  are  spaced 
4  ft.  center  to  center. 

The  concrete  wall  is  built  in  sections  about  48  ft.  long,  with 
no  bond  between  adjacent  sections.  The  shed  as  shown  is  de- 
signed for  a  load  of  1500  Ib.  per  sq.  ft.  For  a  load  of  1000  lb., 
the  roof  timbers  are  12"  X  12",  the  outer  and  inner  posts  are 
12"  X  16"  and  16"  X  20",  respectively,  and  all  posts  spaced 
10  ft.  center  to  center. 

It  is  estimated  that  3700  ft.  of  combination  concrete  and 
timber  snow  sheds  built  on  the  west  slope  to  replace  3000  ft.  of 
old  timber  sheds  will  cost  $500,000. 

Concrete  Snow  Sheds,  Great  Northern  Ry.  —  On  account  of 
the  danger  from  forest  and  other  fires  and  heavy  maintenance 
cost  the  Great  Northern  Railway  have  built  fireproof  sheds 
(about  4000  ft.)  just  west  of  the  long  tunnel  in  the  Cascade 
Mountains,  where  the  slides  are  unusually  severe.  They  are 
for  double  track,  and  of  reinforced  concrete  construction,  as 
shown,  Figs.  101  and  102. 

The  roof  slab  is  figured  for  a  load  of  1100  lb.  and  the  beams 
for  700  lb.  per  square  foot  of.  roof  surface,  using  a  stress  of  500 
lb.  per  square  inch  in  the  concrete  in  compression  and  12,000  lb. 
per  square  inch  in  the  steel  in  tension.  The  buttresses  and 
anchorages  are  reinforced  for  a  friction  load  of  100  lb.  per  square 
foot  of  roof,  acting  in  the  direction  of  the  roof  slope,  and  for  a 
load  of  700  lb.  per  square  foot  on  top  of  the  surcharged  bank  as 
produced  by  a  slide. 


CONCRETE  SNOW  SHEDS. 


283 


284 


CONCRETE  SNOW  SHEDS. 


The  columns,  which  are  24  in.  wide  parallel  to  the  tracks, 
and  20  in.  transversely,  are  10  ft.  apart  center  to  center  and 
carry  beams  24  in.  wide  and  3  ft.  3  in.  deep.  The  roof  slabs  are 
10  in.  thick.  Both  deformed  and  plain  bars  are  used  in  the 


SECTION  Z-Z 

Fig.  102.     Shed  against  Rock  and  Rock  and  Earth. 

reinforcement,  the  deformed  bars  being  mostly  of  the  corrugated 
type.  Expansion  joints  are  placed  both  in  the  roof  and  in  the 
retaining  walls  at  intervals  of  80  ft. 

Different  designs  have  been  prepared  for  the  uphill  side,  of 
the  sheds  in  earth,  rock  and  earth,  and  rock  cuts.  Though  not 
shown  in  the  drawing  the  earth  is  backfilled  behind  the  uphill 
wall  and  is  carried  up  to  form  an  even  slope  with  the  roof  of  the 
shed. 

In  rock  cuts  with  an  earth  overlay  the  upper  part,  which 
receives  the  earth  load,  is  stronger  in  design  than  the  lower 
part.  In  the  lower  portion  a  6-in.  face  slab  is  used  between  the 


CONCRETE  SNOW  SHEDS.  285 

columns  while  above  a  heavier  slab  is  used  and  the  wall  is  held 
back  at  each  column  by  a  tie  with  reinforcing  rods  anchored  into 
the  rock.  The  earth  is  backfilled  up  to  the  roof  line. 

In  the  solid  rock  cuts  the  thin  face  wall  is  carried  up  to  the 
full  height  at  a  uniform  thickness  and  the  top  is  tied  into  the 
rock  as  in  the  previous  case.  This  thin  face  wall  is  to  protect 
the  track  from  any  rock  which  may  disintegrate  and  break  off 
the  rock  wall. 


286 


CROSSINGS  AND  SIGNS. 


CHAPTER   XV. 

CROSSINGS  AND   SIGNS. 

Road  Crossings. 

Farm  Crossings.  —  At  grade  crossings  of  public  and  farm 
roads  it  is  necessary  to  make  a  driveway  for  the  safe  passage  of 
vehicles  over  the  track,  for  a  width  of  12  to  16  ft.  for  farms, 
and  20  ft.  or  over  for  public  crossings.  Three-inch  plank  is 
generally  used  of  varying  widths,  and  of  the  desired  length, 
placed  fairly  close  together  between  rails  and  one  on  the  outer 
side  of  each  rail,  spiked  to  2-in.  shims  under  the  planks  and 
secured  to  the  ties;  the  height  of  shims  is  made  to  suit  the  rail, 
and  the  ends  of  planks  are  usually  chamfered  off,  and  in  some 
cases  a  rail  is  placed  on  its  side,  butting  against  the  web  of  the 
main  track  rails  with  the  base  against  the  plank  ,to  form  a 
flange  way.  Fig.  103. 


2>i"Clearanoe- 


2J£*  Clearance. 


Fig.  103.     C.  P.  R.  Standard  Farm  Crossing. 

In  some  cases  a  wooden  frame  is  made  and  filled  with  gravel  or 
cinders  at  about  the  same  cost.  This  form  is  not  recommended, 
as  heavy  loads  may  cause  the  wheels  to  sink  into  the  filling  when 
teams  are  passing  over,  and  is  likely  to  cause  trouble. 


FARM   CROSSINGS. 


287 


Kind. 

Approximate  cost,  single 
track  crossing. 

12-ft  wide  plank  crossing 

$7  00  to  $10  00 

16-ft.  wide  plank  crossing 

10  00  to    15  00 

20-ft.  wide  plank  crossing 

15.00  to    20  00 

24-ft.  wide  plank  crossing  

20.  00  to    25.00 

Overhead  Farm  Crossings.  —  The  overhead  farm  crossing  is 
in  the  nature  of  a  light  highway  bridge,  and  generally  has  to  be 
designed  to  suit  the  varying  conditions  of  ground  actually  met 
with.  The  bents  are  placed  20  to  30  ft.  or  more  apart  across 
the  track,  with  a  clear  height  of  22  ft.  6  in.  under  the  crossing, 
and  a  width  of  14  ft.  or  more.  The  balance  of  the  bents  are 
spaced  14  to  16-ft.  centers  on  either  side  of  track.  The  floor 
joists  up  to  20-ft.  center  to  center  of  bents  may  be  3"  X  12", 
and  for  double  track  31  ft.  6  in.  centers  to  centers  of  bents 
6"  X  14",  at  about  2-ft.  centers,  covered  with  3-in.  plank; 
a  railing  4  ft.  high  or  more  is  placed  on  each  side  of  crossing 


TRUSS  DETAILS 


4x12*  X12x  12x240 

CROSS  SECTION 


Fig.  104.     Overhead  Farm  Crossing. 

made  up  of  4"  X  4"  posts  about  8-ft.'  centers  with  2"  X  3" 
brackets  and  4"  X  4"  hand  rail  secured  to  posts;  the  floor 
plank  is  made  extra  long  at  the  posts  to  take  the  bracket,  and 
I"  X  4"  fencing  is  used.  The  bents  have  12"  X  12"  caps  on 
three  cedar  piles,  or  10"  X  12"  posts,  three  or  more  to  a  bent, 


288 


PUBLIC  ROAD  CROSSINGS. 


with  flatted  cedar  sill  under  and  12"  X  12"  cap  on  top;  the  bents 
are  crossed  braced  from  sill  to  cap  with  3"  X  10"  plank,  one  on 
each  side,  and  3"  X  10"  braces  are  also  inserted  longitudinally, 
at  least  one  panel  on  each  side  of  the  track.  Where  desired 
concrete  foundation  is  built  under  the  bents. 

Highway  or  overhead  farm  crossing,  Fig.  104,  has  a  pony 
truss  across  the  track;  where  long  timbers  are  scarce  this  is  the 
cheaper  scheme. 

The  cost  of  the  crossing  shown  with  concrete  foundations 
under  the  bents  5  ft.  below  the  ground  line  would  be  about 
$2000. 

Public  Road  Crossings.  —  At  public  road  crossings  the  width 
varies  from  16  ft.  to  20  ft.  and  over.  Where  possible  the  cross- 
ing should  be  placed  between  rail  joints.  Old  rails  are  used  to 
make  the  flange  way  which  must  not  be  too  wide,  for  horses 
hoofs  catching  in  the  gutter. 

Fig.  105  illustrates  the  C.  P.  R.  wood  plank  crossing  and  the 
estimated  cost  of  same  16  ft.  wide  by  8  ft.  is  $15. 


Cut  ends  of  rail  to 
ult  bevel  of  plank 


SL 


t  away     ea     ot  o      rai          s 


Old  RailN 


,. 


. .    \        ' 

L_l       LJ LJ LJ L_J       I |       |_|       | 


H  t 


C.P.R.  STANDARD 
ROAD  CROSSING 


Shims  of  old  fish  plates  cut  so  as  to 

,•    make  bolt  boles  suit  for  spiking. 

Fig.  105.     C.  P.  R.  Wood  Plank  Crossing. 

Permanent  Paved  Crossing.  —  A  design  for  a  pavement  rail- 
way crossing,  Fig.  106,  as  illustrated  in  the  Eng.  News,  Mar. 
2,  1916,  was  devised  by  G.  V.  McClure,  City  Engineer,  Okla- 
homa, Okla. 

By  making  a  run  off  on  each  side  of  the  concrete  foundation 
a  cushion  of  ballast  is  obtained  excepting  at  the  crossing  proper 
which  is  built  solid.  The  concrete  is  2  ft.  deep  and  8  ft.  wide 


S  J 


fc*;K3 


(289) 


290 


HIGHWAY  CROSSING  BELL. 


under  the  track  and  is  sloped  off  on  either  side  1  in  10  longi- 
tudinally. The  ties  over  the  crossing  are  embedded  in  concrete 
and  the  paving  blocks  are  laid  on  a  1-in.  sand  cushion. 

Highway  Crossing  Alarm  Bell.  (Fig.  107.)  —  At  highway 
crossings  where  traffic  does  not  warrant  a  watchman  or  safety 
gates,  an  electric  alarm  bell  attached  to  the  road-crossing  sign, 
or  erected  on  a  special  iron  or  wood  pole,  is  often  used,  arranged 
so  as  to  ring  ahead  of  an  approaching  train;  a  light  also  is  some- 
times provided  above  the  bell.  The  track  rail  joints  are  bonded 
for  a  distance  of  1000  to  3000  ft.  on  either  side  the  crossing  and 
insulated  for  battery  and  bell  circuit,  a  battery  being  necessary 
at  each  end  of  the  bonded  track  and  one  at  foot  of  bell  post. 

Average  cost  for  installing  crossing  gates $700 

Expense  of  flagman  per  annum,  averages 600 

Installing  signal  bells,  each  averages 500 

Annual  maintenance  for  each  bell 100 

Cost  of  installing  gate  protection,  averages 475 

Cost  of  installing  automatic  flagman,  averages 600 

Annual  maintenance  charge  for  each,  averages 100 


Volt  3  C.P.Tungston  Lamps 


Ins.  Joints 


Lettered  on  both  sides 

Fig.  107.    Highway  Crossing  Sign 
and  Alarm  Bell. 


Main  Battery 

Typical  Circuit  for  Single  Track.  — 
For  automatic  operation  by  train, 
track  circuit  shall  be  operated  by 
gravity  or  caustic  soda  cells  on 
closed  circuit;  current  shall  enter 
the  track  at  the  extreme  ends  of 
circuits. 

Bell  ceases  ringing  when  last 
wheels  pass  crossing.  . 


CROSSING  GATES. 


291 


Safety  Crossing  Gates.  —  At  public  road  grade  crossings  it  is 
sometimes  necessary  to  place  safety  gates,  consisting  of  iron 
posts  placed  at  the'  curb  of  roadway  parallel  with  track  to  which 
are  connected  the  main  and  sidewalk  arms,  usually  of  wood, 
that  stretch  over  and  protect  the  crossing  They  are  operated 
by  hand  crank  at  gate  level,  or  by  hand  lever  or  compressed  air 
from  a  tower  (sometimes  a  number  of  crossings  are  operated 
from  the  one  tower),  arranged  so  that  the  gates  cannot  be  opened 
or  closed  excepting  by  the  operator.  The  connections  for  oper- 
ating the  gates  simultaneously  are  either  placed  underground 
or  overhead  as  desired. 

The  gates  are  usually  located  8  to  10  ft.  clear  of  the  nearest 
rail,  with  the  elevated  tower  on  one  side  or  between  tracks  when 
convenient. 

The  span  of  gates  varies  to  suit  conditions.  They  are  made 
usually  in  two-post  or  four-post  crank,  level  or  pneumatic 
types,  the  two-post  style  being  used  when  the  road  is  not  too 
wide,  and  four-post  construction  for  large  openings.  The  smaller 
the  span,  other  things  being  equal,  the  easier  will  the  gates  be 
operated. 


292 


CROSSING  GATES. 


TABLE   101. —  SAFETY  GATES. 


Kind. 

Approximate  cost. 

Actual  cost. 

Two-post  crank  gates  with  watch- 
man's shanty  complete 

$300  00  to  $400  00 

Four-post  crank  gates  with  watch- 
man's shanty  complete 

400  00  to    500.00 

Two-post  lever  gates  with  wood 
tower  and  connections  complete 

450  00  to    650  00 

Four-post  lever  gates  with  wood 
tower  and  connections  complete 

600  00  to    800  00 

Two-post  pneumatic  gates  with 
wood  tower  and  connections 
complete  

500.  00  to    700.00 

Four-post  pneumatic  gates  with 
wood  tower  and  connections 
complete  

700.  00  to    900.00 

The  above  prices  are  for  wood  foundation  throughout. 

Two-post  crank  gate  would  consist  of  — 

One  cast-iron  power  or  crank  post, 

One  cast-iron  dead  post, 

Two  bifurcated  wooden  main  and  sidewalk  arms, 

Two  shafts, 

Piping,  wood  or  concrete  foundations, 

Watchman's  shanty  and  bells  if  desired. 

A  four-post  crank  gate,  excepting  for  the  first  and  last  items, 
would  be  double  the  above. 

Two-post  lever  gate  would  consist  of  — 
Elevated  tower  with  posts  and  foundations, 
Two  cast-iron  posts, 

Two  bifurcated  wooden  main  and  sidewalk  arms, 
One  lever  stand  with  two  levers, 
Chain  and  rod  connections, 
Gatepost  foundations  and  ducts, 
Installation, 
Bells  for  arms  and  tower  if  desired. 

A  four-post  lever  gate  would  be  double  the  above  excepting 
the  first  and  last  items. 

Two-post  pneumatic  gate  would  consist  of  — 
Elevated  tower  with  posts  and  foundations, 
Two  cast-iron  posts  with  locking  connections, 


SUBURBAN  RAILWAY  CROSSING  GATES. 


293 


Two  bifurcated  wooden  main  and  sidewalk  arms, 

One  air-pump  and  valves  (unless  air  can  be  supplied), 

Piping  and  connections, 

Gatepost  foundations  and  ducts, 

Installation, 

Bells  for  arms  and  tower  if  desired. 

A  four-post  pneumatic  gate  would  be  double  the  above  ex- 
cepting the  air-pump  and  first  and  last  items. 

The  elevated  tower  for  crossing  gates  would  cost  from  $150  to 
$200  each,  in  wood. 

Generally  speaking  the  lever  crossing  gate  is  more  positive  in 
action  than  the  pneumatic  type;  the  pneumatic  type  under 
certain  conditions  is  not  always  satisfactory. 

]     J/  Rod  brace.     <^jl'0 

C>S^-V  ^*- 


jjJVxioW       <X\> 


J/  Rod  brace  with  t 
buckle  and  anchor. 
Two  required 


fiT  M  K\V3*10'i4/  ELEVATION 

^  .1  ff"-L^T&'  ^ . 

Fig.  108.    Standard  Gate  for  Suburban  Crossings,  Virginian  Ry. 


Suburban  Crossing  Gates. 

The  standard  gate  for  suburban  railway  crossing,  Virginian 
Ry.,  Fig.  108,  consists  of  a  10"  X  10"  post  set  into  the  ground 
with  3"  X  10"  X  4'  sill  support  and  2"  X  6"  braces  held  at 
the  top  and  anchored  into  the  ground  with  a  J-rod  brace  as 
shown;  the  gate  is  made  of  6"  X  8"  upright,  a  tapered  horizontal 
arm  with  brace  of  \\"  X  8"  material  held  by  \  diagonal  tension 
rod  at  top.  The  gate  is  secured  by  a  \  rod  from  the  tapered 


294 


WATCHMAN'S  CABIN. 


bar  and  hooked  to  a  6"  X  6"  block  set  into  the  ground.  The 
approximate  cost  of  one  gate  in  place  complete  would  be  about 
$15. 

Virginian  Ry.  Standard  Watchman's  Cabin.  —  The  standard 
cabin  for  suburban  railway  crossings,  Virginian  Ry.,  Fig.  109, 
is  6  ft.  square  and  8  ft.  high  from  floor  to  wallplate;  the  frame 
rests  on  6"  X  8"  sills;  the  vertical  studs,  horizontal  girts, 
rafters  and  ties  are  2"  X  4",  and  the  frame  is  covered  by  1"  X  1" 
boards  as  shown  on  the  plan;  the  floor  is  of  2-in.  plank  nailed 
to  the  sills,  and  the  roof  is  covered  with  1  sheathing  and  finished 
with  shingles  on  top;  there  are  three  fixed  windows  and  one 


LOCATION  PLAN 


Fig.  109.     Watchman's  Cabin. 

2'  6"  X  6'  5"  batten  door;  a  small  stove  is  provided  the  pipe 
of  which  is  connected  to  a  tile  flue. 

The  approximate  cost  complete  under  ordinary  conditions 
would  be  about  $45. 

For  description  of  gates  see  page  291.  \ 

Flagman's  Concrete  Cabin,  Erie  R.R.  —  The  switchman's  and 
flagman's  concrete  house,  as  used  on  the  Erie  Railroad,  is  shown, 
Fig.  110.  The  walls  are  4  in.  thick  with  wire  reinforcement  and 
f-in.  round  rods  at  the  angles. 

The  concrete  is  composed  of  coarse  sand  and  gravel  and 
cement,  in  the  proportion  of  about  1  to  3,  machine  mixed.  In 
order  to  pour  readily,  the  mixture  is  made  to  thickness  of  thick 


FLAGMAN'S  CABIN. 


295 


cream.     The  concrete  work  contains  3  cu.  yd.  coarse  sand  and 
gravel,  6  barrels  Portland  cement,  150  lin.  ft.  J-in.  round  and 
225  sq.  ft.  expended  metal  l£-in.  mesh  No.  12  gauge. 
The  cost  of  this  type  of  shelter  is  about  $125. 


DETAIL  AT  PANEL  DETAIL  AT  DOOR 

Fig.  110.    Watchman's  Cabin. 

Tower  for  Crossing  Gates.  —  The  C.  P.  R.  standard  tower 
for  crossing  gates  is  illustrated,  Fig.  Ill,  and  consists  of  four 
old  steel  rails  bent  and  shaped  so  as  to  form  a  solid  post  on  which 
the  small  frame  enclosure  is  set.  The  rail  post  is  supported 
on  an  8-ft.  square  slab  of  concrete,  tapering  to  about  3  ft.  square 
at  the  ground  line.  The  frame  house  on  top  of  the  tower  is 
made  up  of  4"  X  6"  joists,  2"  X  4"  wall  plates,  2"  X  4"  roof 


296 


TOWER  FOR  CROSSING  GATES. 


joists  and  f-in.  sheathing  and  lining  for  the  wall  and  roof  cover- 
ing; the  roof  is  finished  with  asbestos  shingles.  A  trap  door 
and  an  ordinary  signal  tower  ladder  is  provided  including  a 
cast  iron  smoke  stack. 

The  estimated  cost  of  this  tower  complete  is  $250. 


Cast  Iron  Smoke  Stack 
Flashing 

Shingles  (Asbestos) 
Tar  Paper 
Roof  boards  T.  40. 
2"jt4"Raiters2'o"cts. 


AsbestoB  Ridge  Roll 
and  Hips 


T.  &  G.  Ceiling 
2"x  4  Vail  Plate 


Tar  Paper  (between 
.  k  G.  Floor  Tar 
I'Rough  boards  T.  &  G.~- 
2"x  rBase  board    ' 


C"  Bolted  to  Rail  with  2-J/  Bolts 
#T.  &  G.  Sheathing,  V.  jointed. 


DETAIL  OF  RAIL  CONNECTION 
TO  FRAMING 


To  be  filled  with  fine  concrete 
after  column  is  in  place. 

FOUNDATION  PLAN 


Fig.  111.    C.  P.  R.  Tower  for  Crossing  Gates. 

Cost  of  Installing  Gates  and  Tower.  —  The  estimated  cost  of 
installing  the  above  tower  including  the  gates  as  shown  on  page 
291  is  about  $1400,  detailed  as  follows: 


TRACK  SIGNS.  297 

Gate  stands,  deflecting  boxes  and  lever  machine $  425 . 00 

Piping  1-in.  and  2-in.  bolts,  washers,  etc.,  for  gate  stands.  50.00 

Tower  complete 250.00 

Miscellaneous,  including  stove,  pipes  and  connections ...  85 . 00 

Pine  carriers 30 . 00 

Labor .' 450.00 

$1290.00 

Supervision  and  contingencies,  about  10  per  cent 110.00 

Total.  .  $1400.00 


N.  P.  Ry.,  two  post  tower,  Fig.  112,  consists  of  two  10"  X  12" 
posts  set  on  6"  X  8"  X  9'  ties,  6  ft.  underground.  The  posts 
are  braced  laterally  below  the  ground  line  with  6"  X  6"  and 
6"  X  8"  timbers  bolted  together.  The  cross  sills  on  top  of  the 
posts  are  8"  X  8"  and  the  braces  6"  X  6";  the  floor  sills  are  also 
6"  X  6"  and  the  studding,  wall  plates  and  rafters  2"  X  4". 
The  siding  floor  and  roof  covering  is  1"  X  6"  D.  &  M.  boards 
with  a  shingle  roof. 

The  approximate  cost  of  this  tower  complete  is  $150. 

Track  Signs.  —  Track  signs  in  general  are  considered  to  be 
more  of  an  eye-sore  than  an  ornament  on  the  right  of  way  and 
the  tendency  at  present  is  to  limit  their  use  and  to  make  those 
that  are  necessary  as  inconspicuous  as  possible;  as  a  rule  they 
invite  target  practice  by  gunshot  or  throwing  of  stones,  and  in 
some  hunting  locations,  if  wooden  signs  are  used  they  are  soon 
shattered. 

The  signs  in  general  use  are  made  of  cast  iron,  sheet  steel, 
concrete,  enamelled  iron  and  wood,  with  concrete,  steel  or  old 
boiler  tube  and  wooden  posts.  The  wooden  signs  and  posts, 
used  almost  exclusively,  are,  however,  gradually  disappearing, 
for  work  of  this  character,  on  account  of  the  higher  price  of 
timber,  its  short  life  and  high  maintenance  cost. 

The  desire  also  to  get  away  from  the  everlasting  painting  of 
signs  has  led  to  a  number  of  devices,  such  as  concrete  signs 
with  the  letters  or  numbers  made  in  a  black  mixture,  the  cast 
iron  sign  with  the  letters  or  numbers  cast  on  them,  and  the 
punched  out  sign  where  the  letters  or  figures  are  punched  out 
and  daylight  takes  the  place  of  paint. 

The  punched  out  signs  were  introduced  by  the  C.  P.  R.  for 
their  bridge  and  culvert  numbers,  whistle  posts,  mile  plates  and 
slow  and  stop  signals,  snow  plow  signs,  section  numbers,  etc., 
and  a  short  description  of  each  may  be  of  interest: 


298 


TWO  POST  TOWER. 


l"x  6*D.  &  M. 

ffReg.  Flooring 


Shingles 


Champher 


Grade  Line 


SIDE  ELEVATION 


END  ELEVATION 

Fig.  112.    N.  P.  Ry.  Two-post  Tower  for  Crossing  Gates. 


BRIDGE  NUMBERS. 


299 


Bridge  Numbers. 

Fig.  114  shows  the  punched  out  sign  now  used  in  place  of  the 
wooden  sign.  For  new  bridges  it  is  furnished  with  the  bridge 
and  costs  75  cents;  when  replacing  a  wooden  sign  the  cost  is 
$1.  There  is  practically  no  maintenance  to  this  sign  as  it  is  a 
part  of  the  bridge  and  is  painted  when  the  bridge  is.  painted; 
there  is  no  lettering  and  the  little  paint  required  to  cover  it 
when  the  bridge  is  being  painted  is  practically  nothing. 


END  VIEW 


Note:-Qne  Number  Plate  on  Mile  Post  side  of  each 
Bridge  about  centre.  When  Bridge  is  over  600  ft. 
long  place  Number  Plate  at  each  end. 
All  plates  painted  same  color  as  Bridge. 

For  detail  of  punched  out  figures  see  F-U-18t 
4&  r*6i 


J4 


Holes  f  or  )/lag 


& 


or-3-figures- 


.1    I.  L 

iFS1 


4£ 


DETAIL  OF  PLATS 

ir=f- 


£ 


Fig.  114.     Punched  out  Bridge  Numbers  (F-14-18-2). 

It  is  figured  that  the  punched  out  metal  bridge  sign  will  out- 
last the  wooden  sign  four  to  one;  therefore  the  saving  from  re- 
newals and  repainting  is  quite  large.  For  example  if  the  wooden 
sign  lasts  12  years,  the  metal  sign  will  last  48  years;  the  saving 
during  this  period  for  a  punched  out  sign,  figuring  that  the 
wood  signs  are  repainted  every  three  years,  would  be  $16.  The 
figures  are  as  follows: 

Cost  of  Wood  Signs  (48  Years). 

Wood  signs,  4  @$1.25 $  5.00 

Painting  and  lettering  (every  3  years),  16  @  75^ 12.00 

Total  cost  of  wood  sign  in  48  years $17.00 

Cost  of  Metal  Sign  (48  Years). 

1  punched  out  metal  sign $1 . 00 

Nil 

Total  cost  of  punched  out  sign  in  48  years $1 .00 


300  STOP  AND  SLOW  POSTS. 

The  saving  of  $16,  or  even  half  or  quarter  of  this  amount,  on 
each  bridge  sign  on  a  large  system  amounts  to  a  very  big  sum 
and  when  it  is  worked  out  for  other  signs,  on  the  same  basis, 
such  as  mile  boards,  snow  plow  signs,  whistle  posts,  etc.,  the 
saving  is  bound  to  be  considerable. 

Culvert  Number  Posts.  —  Culvert  number  posts  have  been 
abandoned  on  the  C.  P.  R.  The  old  sign  consisted  of  wood 
post  with  the  numbers  painted  at  the  top,  or  an  old  boiler  tube 
was  used  flattened  at  the  top  and  painted  the  same  as  the  wooden 
post;  the  posts  were  painted  in  black  and  white. 

The  punched  out  sign,  Fig.  123,  consists  of  an  old  boiler  tube 
flattened  at  the  top  with  the  figures  punched  out,  only  black 
paint  is  used.  The  cost  is  75  cents  each. 

Snow  Plow  and  Flanger  Post  Signs.  —  This  type  of  sign  is  to 
indicate  that  wings,  plow  points  or  flange  blades  have  to  be 
brought  to  clear.  On  the  C.  P.  they  are  placed  8  ft.  from  rail 
at  crossings  where  planking  is  maintained  in  winter,  and  150  ft. 
each  way  on  engineer's  side  of  track,  from  all  bridges,  tunnels, 
rock  cuts,  etc.,  where  necessary  to  clear  wings,  etc. 

At  switches,  public  road  crossings  or  stations,  however,  the 
switch  stand,  public  road  crossing  sign  or  station  building  indi- 
cates the  obstruction,  and  snow  plow  signs  are  not  considered 
necessary  at  such  points. 

The  steel  punched  out  sign,  Fig.  117,  consists  of  an  old  2-in. 
boiler  tube  post  with  a  J-in.  plate  on  top.  The  post  and  plate 
are  painted  black  and  the  discs  are  punched  out.  The  cost  is 
$1.25  each. 

It  may  be  mentioned  that  the  punched  out  discs  are  particu- 
larly good  for  this  type  of  sign,  as  in  winter  it  shows  up  white 
against  the  black  plate.  Its  economy  consists  in  getting  away 
from  painted  discs  and  the  use  of  one  color  instead  of  two. 

Stop  and  Slow  Post  Signs.  —  On  the  C.  P.  these  are  placed 
on  engineer's  side  of  track  8  ft.  from  rail  and  400  ft.  from  all 
grade  crossings,  junctions,  drawbridges,  etc.,  not  protected  by 
interlocking  where  trains  must  come  to  a  full  stop  or  2000  ft. 
at  points  for  slow  signs  when  trains  must  be  under  full 
control. 

In  the  old  wooden  stop  and  slow  signs  the  posts  were  6"  X  6", 
with  1-in.  thick  blades  bolted  to  the  posts.  The  letters  were 


SECTION  AND  WHISTLE  POSTS. 


301 


painted  in  white  on  red  background  for  stop  blades  and  black 
letters  on  yellow  background  for  slow  blades,  balance  white. 

The  new  stop  and  slow  signs,  Fig.  114a,  are  built  of  old  boiler 
tubes,  with  TVin*  metal  blades.  The  letters  are  punched  out, 
the  stop  blade  is  painted  red  and  the  slow  blade  yellow,  balance 
white.  The  cost  is  $2  each. 


Rivets 


B.  ofR. 


STQgflT 


l-r'Rivete 


B.ofR. 


Fig.  114a. 

Section  Post.  —  Section  posts  are  used  to  mark  the  boundary 
of  each  section  foreman's  territory.  The  old  post  consisted  of 
a  4"  X  4"  upright  and  1"  X  IS"  X  10"  board  placed  7  to  8  ft. 
from  the  rail;  the  letters  were  painted  black  and  the  pole  white. 

The  new  sign  consists  of  a  punched  out  plate  which  is  placed 
on  the  nearest  telegraph  pole,  as  shown,  Fig.  119.  The  pole 
behind  the  place  is  painted  white  and  the  plate  black.  The 
sign  costs  about  40  cents. 


302 


RAILWAY  CROSSING  SIGNS. 


Mile  Board  Signs.  —  On  the  C.  P.  R.  the  mile  board  signs 
are  placed  on  Jbhe  nearest  telegraph  pole. 

The  metal  sign,  Fig.  120,  is  made  of  f-in.  plate  with  the  mile 
number  punched  out.  The  plate  is  painted  black.  The  cost  is 
75  cents  each. 

Whistle  Posts.  —  Whistle  posts  are  erected  on  each  side  of 
and  at  a  distance  of  about  J  mile  from  all  public  and  highway 
crossings  at  grade,  blind  curves  and  tunnels,  8  ft.  from  rail  on 
engineer's  side. 

The  punched  out  sign,  Fig.  121,  consists  of  an  old  2-in.  boiler 
tube  and  f-in.  steel  plate  with  the  letter  W  punched  out.  This 
sign  costs  90  cents  each. 

The  following  are  the  C.  P.  R.  standard  track  posts  and  signs. 

Railway  Crossing  and  Highway  Sign.     (Fig.  115.)  —  Placed 


$X  Cartage 
p  Bolts  9  Ig. 


Fig.  115. 

at  all  public  road  grade  crossings  facing  the  approach.  Post 
7  to  9  inches  round,  about  12  ft.  above  top  of  rail,  set  into  ground 
about  4  ft.,  two  8-inch  planks  on  top  placed  crosswise  with  the 
words  "  Railroad  Crossing  "  marked  in  plain  block  letters  6  in. 
high  on  each  side. 

Approximate  cost  in  wood  complete,  $4.00  to  $5.00. 

Railway  Crossing,  Railway  Junction  and  Drawbridge  Sign. 
(Fig.  116.)  —  Post  7  to  9  inches  round,  about  10  ft.  6  in.  above 
top  of  rail  and  5  ft.  in  ground,  with  four  boards  on  top  placed 
diamond  shape  with  the  words  "  Railway  Crossing  One  Mile  " 
in  plain  block  letters  6  in.  high,  or  "  Drawbridge  Crossing  "  or 
"  Junction  Crossing  "  in  place  of  "  Railway  Crossing." 

Approximate  cost  in  wood  complete,  $3.50  to  $4.50. 


STATION  AND  SECTION  NUMBER  SIGNS. 


303 


Plate 


2-?£Rivet« 


Fig.  116. 


Fig.  117. 


Flanger  Post.  (Fig.  117.)  —  Placed  8  ft.  from  rail,  and  150 
ft.  from  obstructions  where  points  and  Gangers  must  be  lifted. 
Post  2-in.  old  boiler  tube  7  ft.  6  in.  above  rail  set  3  ft.  6  in. 
below  ground,  with  j"  X  2'  plate  on  top,  having  two  round 
black  disks,  one  on  each  side  punched  out. 

Approximate  cost  in  metal  complete ,  $1.00  to  $1.25. 


^  "• — '• 


Fig.  118. 

Station  Mile  Board.  (Fig.  118.) — Placed  10  ft.  from  rail, 
6  to  8  in.  round,  post  about  9  feet  above  rail  and  set  in  ground 
4  ft.,  with  board  12  to  15  in.  wide,  5  ft.  long,  with  "  Name  of 
Station  "  and  1  mile  under  in  plain  block  letters. 

Approximate  cost  in  wood  complete,  $2.00  to  $2.50. 


304  CULVERT   AND  TRESTLE  NUMBERS. 

Section  Number.     (Fig.   119.)  —  Placed  7  ft.  above  rail  on 


SECTION  NO.  ON 
TELEGRAPH  POLE 


Fig.  119. 

v  S  ' 

telegraph  post  10"  X  18"  board,  with  the  two  section  numbers 
marked. 

Appropriate  cost  complete,  $0.90  to  $1.00. 

Mile  Board.     (Fig.  120.)  —  Attached  to  telegraph  pole  about 


for  2  figures 
for  3  figures 


Fig.  120. 

10  ft.  above  ground.     A  10"  X  |"  plate  with  'the  mile  number 
punched  out,  and  attached  to  the  nearest  telegraph  pole. 

Appropriate  cost  in  metal  complete,  50  to  75  cents. 

Whistle  Post.     (Fig.  121.)  —  Placed  7  ft.  from  rail  and  one- 


Fig.  121. 

fourth  mile  from  public  road  crossings.     A  J-in.  plate  standing 
5  ft.  above  rail,  and  set  3  ft.  in  ground;    the  letter  "  W  "  is 
punched  out. 
Appropriate  cost  in  metal  complete,  75  to  90  cents 


RAIL  RACK  POSTS.  305 

Trestle  Number.     (Fig.  122.)  —  Placed  in  center  of  structure 


Fig.  122. 
\ 

on  milepost  side.     12"  X  36"  plate  with  the  number  punched 
out  and  bolted  to  one  of  the  ties  outside  of  the  guard. 

Approximate  cost  in  metal  complete,  75  cents  to  $1. 

Culvert  Number.     (Fig.  123.)  —  4"  X  4"  square  post  stand- 


Fig.  123. 

ing  6  ft.  above  ground,  8  ft.  from  rail,  with  9"  X  24"  board 
having  the  Culvert  number  painted  on' in  plain  block  letters. 

Approximate  cost  in  wood  complete,  80  to  90  cents. 

Trespass  Sign.     (Fig.  124).  —  Six-inch  round  post  or  old  boiler 


CAUTION  \i 

DO  NOT  WALK 
IOR  TRESPASS 
VTHE  RAILWAY 


Fig.  124. 

tube  standing  5  to  6  ft.   above  the  rail  and   about  4  ft.  in 
ground,  with  18"  X  30"  board  on  top,  having  the  words  "  Cau- 
tion," "  Do  not  trespass  "  painted  in  plain  block  letters. 
Approximate  cost  in  metal  complete,  $1.50  to  $1.80. 


306 


RAIL  RACK  POSTS 


Elevation  Posts.  (Fig.  125.)  —  4"  X  4"  posts  standing  about 
level  with  top  of  rail,  placed  on  the  outside,  and  at  the  be- 
ginning and  end,  of  curves  and  spirals  about  6  ft.  from  outside 
rail,  with  the  letters  E  and  O  under  facing  tangent,  and  G  and  O 


4 


UllD     Q 

Fig.  125. 


under  facing  track,  on  tangent  end  of  spirals,  and  the  letter  E 
with  elevation  under,  facing  spiral  curve,  and  G  with  excess 
gauge  marked  under,  facing  track,  and  D  with  degree  of  curve 
under,  facing  circular  curve. 

Approximate  cost  in  wood  complete,  40  to  50  cents. 

Rail  Rack  Posts.  (Fig.  126.)  —  6"  X  15"  posts  made  up  of 
old  stringers  with  three  5-inch  steps  at  top,  to  hold  spare  rails; 


RAIL 


RACK 


POSTS 


r 

j 

. 

To  be  made  of  old 
stringers,  but  on  divisions 
where  old  stringers  are 
not  available  use  12  inch 
ties  for  two  rails  only. 

5" 

5" 

5" 

Whi 
18ft 
rail 

c 

JO          G 

a 

;e  :  Two  posts  placed 
apart  7  ft.  from 
tear  each  mile  post 

i 

[ 

, 

< 

C 

('' 

! 

_  \  — 

__J  

• 

Fig.  126.     Rail  Rack  Posts. 

posts  are  set  18  feet  apart  7  feet  from  rail,  and  set  about  3  feet 
in  ground. 

Approximate  cost  in  wood  complete,  75  cents  to  $1  per  pair. 


BRIDGE  WARNING. 


307 


Bridge  Warning  or  Tell  Tale.  (Fig.  127.)  —  Placed  over  the 
track  100  ft.  or  thereabouts  from  all  overhead  obstructions 
less  than  22  ft.  6  in.  clear  height  above  top  of  rail.  8  by  8  post 
standing  about  26  ft.  above  rail  and  about  5  ft.  in  ground  with 


Fig.  127. 

6"  X  6"  horizontal  arm  on  top  13  ft.  long,  fastened  to  post 
with  iron  strap  and  6  by  6  brace;  from  the  arm  are  suspended 
sixteen  f-in.  sash  cords  3  ft.  6  in.  long  each,  well  bound  at  the 
bottom  and  looped  to  one-half  inch  by  2-ft.  long  double  eye 
bolts,  hooked  to  screw  eye  bolts  fastened  to  the  horizontal  bar. 
Approximate  eost  complete,  $15  to  $18. 


PART  TWO. 
ROADWAY  BUILDINGS. 


STATION  AND  OTHER  BUILDINGS.  311 


CHAPTER   XVI. 
STATION   AND   OTHER  BUILDINGS. 

Passenger  Stations.  —  In  locating  passenger  stations  it  is  de- 
sirable to  place  them  throughout  on  one  side  of  the  right  of  way 
as  far  as  possible,  to  allow  for  additional  extra  tracks  at  a  future 
time  that  will  not  involve  the  moving  of  the  stations  and  plat- 
forms; where  it  cannot  be  conveniently  done  the  platform  should 
be  made  wide  enough  so  that  it  only  shall  be  affected  in  the  case 
of  a  future  track.  The  same  remarks  apply  to  water  tanks, 
coaling  chutes,  and  similar  structures. 

The  type  of  station  to  adopt  will  depend  very  much  on  local 
conditions,  the  size  of  the  town  and  the  kind  and  amount  of 
traffic  expected,  etc  The  following  illustrations  give  a  wide 
range  of  choice  for  varying  conditions  and  the  usual  accommo- 
dation provided  for  the  ordinary  run  of  stations,  including  a 
brief  description  of  their  construction  and  the  probable  cost  of 
such  structures. 

Depot,  I.  C.  R.  R.  (Figs.  129, 130  and  130a.)  —  The  station  is  of 
brick  with  white  limestone  trimmings  and  red  tile  roof  flared  at 
the  eaves.  The  circular  full  glass  bay  at  the  south  end  of  the 
waiting  room  gives  a  conservatory  effect  and  provides  a  pleas- 
ing outlook.  The  accommodations  for  the  public  are  conven- 
iently arranged. 

The  roof  is  designed  to  project  over  the  platform  immediately 
in  front  of  the  depot,  in  such  a  way  that  the  platform  extension 
becomes  a  shed  and  fits  in  architecturally  with  umbrella  sheds 
when  constructed. 

The  average  cost  of  a  station  of  this  character  including  the 
shelter  roof  and  platform  would  be  about  $14,000. 


Fig.  129.     Floor  Plan,  I.  C.  R.  R.  Station. 


Fig.  130.     General  View. 


(312) 


Fig.  130a.     End  View. 


1'ASS i:\CKR   STATION. 


313 


314 


PASSENGER  STATION. 


A  very  imposing  type  of  station  is  shown,  Fig.  131,  built  by  the 
C.  M.  &  P.  S.  Ry.  at  Miles  City.  The  layout  is  one  which  commends 
itself  as  a  good  combination  for  a  station  of  this  size.  A  cross 

section  through  the  express 
and  baggage  room  portion, 
is  shown,  Fig.  132.  A  station 
of  this  character  with  plat- 
forms will  in  normal  times 
cost  from  $30,000  to  $35,000. 
Log  Railway  Station.  — 
Fig.  133  illustrates  a  log 
passenger  station  on  the 
Mil.  &  Pug.  Sound  Ry.  The 
station  is  64  ft.  long  and 
38  ft.  wide  with  public  ac- 
commodation and  living 
rooms  on  the  ground  floor, 
and  some  attic  storage  on 
the  upper  floor. 

The  structure  is  built  of 
logs  with  the  bark  on  and 


SECTION  THRU  BAGGAGE  &  EXPRESS  ROOMS 

Fig.  132. 


the  ends  hewn  tapered.  At  the  angles  the  logs  are  notched  one 
over  the  other,  as  shown.  The  logs  are  edged  off  top  and  bottom, 
to  allow  about  3  in.  flat  surface  for  bearing,  and  the  joints  calked 
with  tarred  oakum  and  plastered  with  ordinary  mortar,  nails 
being  driven  into  the  logs  at  intervals  of  12  in.,  alternating  top 
and  bottom,  in  order  to  hold  the  plaster  more  securely.  The 
exposed  rafters  shown  in  the  general  view  are  also  small  logs. 
The  roof  is  of  split  shingles  or  shakes  about  8"  X  36",  exposed 
18  in.  to  the  weather.  The  chimney  top  is  of  field  stones.  The 
windows  have  plank  frames  with  spring  catches  for  the  sash. 
The  interior  walls  are  stripped  and  finished  with  V-jointed 
ceiling,  and  ornamental  strapped  hinges  used  for  the  doors.  A 
station  of  this  character  will  cost  about  $5500,  in  a  location 
where  logs  can  be  easily  obtained. 

Small  Fireproof  Station.  (Fig.  134.)  —  This  type  of  sta- 
tion has  been  built  on  the  Wabash;  the  frame  work  is  steel  with 
"  Trussit  "  lath  attached  thereto,  on  which  is  plastered  a  wall 
3  in.  thick.  The  roof  is  similar  but  4  in.  thick,  the  ceiling  fol- 


LOG 


316 


SMALL  FIREPROOF  STATION. 


lowing  the  contour  of  the  roof.  The  floors  and  platforms  are 
of  reinforced  concrete  on  a  cinder  fill. 

The  cost  of  this  type  of  station  with  steel  frame,  etc.,  as  de- 
scribed without  platform  would  be  about  $3500. 

The  same  design  with  wood  framing  has  expanded  metal 
attached  to  |-inch  round  iron  bars  secured  to  the  studs  both 
inside  and  out  and  plastered,  the  outer  wall  being  1J  in.  thick, 
plastered  on  both  sides  of  the  expanded  metal,  and  the  inner 
wall  1  in.  thick,  plastered  on  one  side.  The  ceiling  is  attached 
to  the  under  side  of  the  roof  purlins,  thus  leaving  no  vacant 
space  between  ceiling  and  roof.  The  chimney  is  made  of  con- 
crete, with  either  a  stove  pipe  lining  or  a  tile  flue.  Where 
the  chimney  passes  through  the  roof  there  is  a  concrete  slab. 

The  cost  of  the  wood  frame  station  including  wood  floors  but 
no  platform  is  about  $2500. 


!}  Sliding  Door 
III 

iSiJ                    / 

S      FREIGHT                  ROOM      1) 

S               1            1) 

[^Sliding  Door      \ 

V  / 

1  OFFICE  r 

»      WAITING       S 
&         ROOM         £ 

32-0—       —.  —  r 

--12-0-  — 

Telegraph  Table       1 

9'Cindera' 

CROSS-SECTION 


PLAN 


V    2,  9*C« 


TRACK  ELEVATION 


NORTH  END  ELEVATION 


Door 

g    Window 

|         Window 

I       i 

1           f 

1               1 

Door 

Window 

1 

-120- 


FRAMING  OF  STATION 


END  ELEVATION,  SHOWING 

METHOD  OF  ATTACHING  BARS 

AND  EXPANDED  METAL 


Fig.  134.    "Wabash"  Fireproof  Station  with  Wooden  Framework. 


FRAME  STATIONS. 


317 


Frame  Stations.  —  The  following  frame  stations  range  in 
price  from  $1000  to  $3500,  which  is  about  the  average  run  of 
ordinary  way  stations  They  are  not  submitted  as  ideal  schemes, 
but  simply  as  suggestions  as  to  size  and  cost  in  a  general  way, 
that  may  be  varied  as  desired. 


— 

Baggage 
or  Express 
10  'x  10'x  el 

Waiting 
Room 

I0'x20' 

^ 

Office 
10'xio' 

1 

rr^ 

Kitchen 
10'xio' 


Platform 


U 


feet  long 


Fig.  135. 


Fig.  135,  station  with  waiting  room  10'  X  20',  office  10'  X  10', 
and  baggage  or  express  room  10'  X  10J'.  Height  from  floor  to 
ceiling  9J  ft. 

Approximate  cost  with  platform  complete: 

Cedar  posts  or  mud  sill  foundation $1000  to  $1300 

Masonry  foundation  with  cellar 1250  to    1500 


318 


FRAME  STATIONS. 


L 


hhf 

RC 

T- 

CT 

i  ii  i 

HI  ii 

LLI 

LU 

•- 

» 

rr 

IT 

I 

—] 

' 

CH 

Floor 

Fig.  136. 


D 


Baggage 

and 

Express      Waiting 
Room 

Ti 

Office 
10'xio' 


Platform  260  ft.  long 


JQ 


Fig.  137. 


FRAME  STATIONS. 


319 


Figs.  135  and  136,  station  similar  to  the  above,  with  agent's 
dwelling  over. 

Approximate  cost  with  platform  complete: 


Cedar  post  or  mud  sill  foundation . 
Masonry  foundation  with  cellar .  .  . 


$1500  to  $1700 
1800  to    2000 


Fig.  137  station  similar  to  Fig.  135,  with  a  freight  room  added. 
Approximate  cost  with  platform  complete: 

Cedar  post  or  mud  sftl  foundation $1400  to  $1700 

Masonry  foundation  with  cellar 1700  to    1900 

Fig.  138,  station  with  waiting  room  16'  X  16',  ladies'  waiting 
room  10'  X  20',  office  12'  X  10',  baggage  and  express  16'  X  16', 


n 

Fig.  138. 

with  corridor  between  general  and  ladies'  waiting  room,  and 
lavatory  accommodation  in  the  rear. 

Approximate  cost  with  platform  complete: 

Cedar  post  or  mud  sill  foundation $2000  to  $2500 

Masonry  foundation  with  cellar 2400  to    2600 

Fig.  139,  station  with  waiting  room  16'  X  16',  ladies'  room 
10'  X  10',  office  10'  X  13',  baggage  or  freight  16'  X,16',  with 
kitchen  and  living  rooms  in  the  rear  and  four  bedrooms  above. 

Approximate  cost  with  platform  complete: 

Cedar  post  or  mud  sill  foundation $3000  to  $3500 

Masonry  foundation  with  cellar 4000  to    4500 


320 


FRAME  STATIONS. 


Construction.  —  Cedar  sills,  post  or  masonry  foundation, 
brick  chimneys,  2"  X  4"  studs  16-in.  centers  for  outside  walls, 
and  2"  X  3"  studs  at  16-in.  centers  for  inside  partitions.  Ceil- 
ing joists  and  roof  rafters  2"  X  8"  at  2-ft.  centers,  well  tied  and 
secured  to  wall  plates.  Outside  walls  and  roof  to  be  covered 
with  f-in.  T.  and  G.  boards  and  finished  with  ship  lap,  clap- 
boards or  shingles,  with  building  paper  between. 

All  inside  walls  and  ceilings  lath  and  plastered,  and  rooms 
finished  with  baseboard  and  picture  mould,  with  architraves, 
sills,  thresholds,  and  general  trim  for  doors,  windows,  and  other 
openings.  Waiting-room  walls  burlapped  6  ft.  high,  and  freight 
and  baggage  rooms  sheathed  8  ft.  high.  Ground  floor  laid  with 
second  quality  maple,  or  local  hardwood  on  f-in  T.  and  G. 
boards  with  building  paper  between,  other  floors  f-in.  T.  and  G. 
narrow  boards,  good  native  pine. 

When  cellars  are  provided  the  floor  may  be  of  cement  or 
2-in.  plank  on  3-in.  to  6-in.  flatted  cedars  at  4-ft.  centers,  em- 


SHELTERS. 


321 


bedded  in  cinders,  with  coal  bin  and  chute  in  approved  position 
so  that  coal  may  be  shoveled  from  car  at  level  of  platform  and 
run  by  gravity  to  cellar. 

Platform  3-in.  plank  on  heavy  cedar  sleepers  at  4-ft.  centers, 
well  bedded  in  good  gravel  or  cinders. 


Seat 


Shelter 
12'x  12' 


Platform  50  ft.  Ig.      <f 


Fig.  150. 

Shelters.  —  Shelters  are  erected  at  suburban  points  where 
passenger  traffic  is  light. 
Approximate  Cost. 

Fig.  150  complete  with  platform $125  to  $200 

Fig.  151  complete  with  platform 350  to    450 

Construction.  —  Foundation  cedar  sills,  frame  2"  X  3"  studs, 
2-ft.  centers,  4"  X  3"  wall  plates,  2"  X  3"  ceiling  and  roof  joists, 
2"  X  6"  floor  joists  at  2-ft.  centers,  covered  with  1-in.  rough 
T.  and  G.  boards,  and  J-in.  finished  floor  on  top,  with  tar  paper 


322 


SHELTER  STATION. 


between,  outer  frame  covered  with  f-in.  rough  T.  and  G.  boards, 
including  roof,  finished  with  drop  siding  and  shingles,  with  tar 
paper  between.  Inside  walls  and  ceiling  sheathed  with  f4n. 
matched  boards.  All  woodwork  stained  outside  and  inside. 

Platform  5  in.  above  rail,  made  of  3-in.  plank  on  cedar  sleep- 
ers, 7-ft.  centers. 

Extension  roof  6"  X  6"  posts,  4"  X  4"  brackets,  6"  X  6" 
runners,  rafters  and  roof  finished  similar  to  shelter. 


"--7- — 


Seat 


-126 


Shelter 
10 'x  12' 


Platform  60  ft.  Ig. 


Fig.  151. 

Shelter  Station,  111.  Traction  System.  —  The  Illinois  Traction 
System  shelter  station  for  highway  crossing,  known  as  Kerfoot 
station,  about  five  miles  east  of  Peoria,  is  shown  in  Fig.  152 
(from  Ry.  and  Engineering  Review}. 

Starting  from  the  ground,  there  is  a  concrete  platform  30'  X 
24',  the  latter  dimension  measured  at  right  angles  to  the  track. 


SHELTER  STATIONS. 


323 


On  this  there  is  erected  an  enclosed  waiting  room  of  frame  con- 
struction 10'  X  12'  in  size,  the  latter  dimension  at  right  angles 
to  the  track,  in  front  of  which  there  is  an  open  porch  10'  X  12', 
extending  to  brick  columns,  and  over  the  whole  there  is  a  shingled 


Fig.  152.     Shelter  Station,  111.  Traction  System. 


roof  projecting  out  even  with  the  concrete  platform  all  around. 
The  design  of  this  roof,  with  its  wide  projection,  is  simple  but 
pleasing.  The  door  enters  the  enclosed  waiting  room  from  the 
porch,  so  that  it  is  entirely  protected  from  the  weather,  and 
the  waiting  room  is  provided  with  a  chimney  for  a  stove. 

At  points  where  cheaper  construction  is  sufficient,  a  small 
shelter  shed  of  reinforced  concrete  is  used.  This  consists  simply 
of  two  crossed  partitions,  each  8  ft.  long,  the  ground  plan  of 
which  is  X-shaped,  resting  upon  a  concrete  platform  12'  X  13J' 
in  size.  These  crossed  partitions,  which  are  of  metal  lath  and 
plaster  construction,  are  surmounted  by  a  flat  roof  7  ft.  9  in. 
sq.,  draining  to  a  4-in.  sewer  tile  at  the  center.  By  this  arrange- 
ment falling  water  does  not  drip  from  the  eaves  on  waiting 
passengers. 

The  approximate  cost  of  the  shelter  illustrated,  including  plat- 
form, is  estimated  at  $550. 


324 


STATION  ELECTRIC   LIGHT  STANDARDS. 


Station  Electric  Light  Standards. 

Electric  Light  Standards.  —  Type  C  is  made  of  iron  pipe  of 
varying  thicknesses  and  has  a  goose  neck  top,  to  which  the 
shade  is  attached  and  a  cast  iron  base  to  fasten  it  to  the  plat- 
form. It  is  considered  that  the  light  in  the  standards  should 
not  be  above  the  level  of  the  engineer's  eye  when  looking  from 
a  cab  so  that  he  will  not  be  blinded;  for  this  reason  the  height 
of  the  standard  is  limited.  In  addition  the  shades  are  made 
opaque  as  a  further  means  of  protection  against  the  engineer's 
vision. 

Types  A  and  B  are  made  of  pressed  metal  and  are  usually 
of  a  stock  pattern.  They  are  anchored  to  the  concrete  platform 
with  anchor  bolts  and  openings  for  cut-outs  are  provided  in 
the  base. 

The  average  cost  of  types  A,  B  and  C  are  as  follows: 

Erected. 

A   Pressed  steel,  two  lights,  Fig.  152c $30 

B  Pressed  steel,  two  lights,  Fig.  152c 27 

C  Iron  pipe,  one  light,  Fig.  152c 12 


Lamp  Base 


SECTIONAL  PLA 
OF  BASE 

L 1 -I_ 


Fig.  152a.     Concrete,  E.  L. 
Standard. 


I  Fig.  152b.     Reinforced  Concrete, 
E.  L.  Standard. 


ELECTRIC  LIGHT  STANDARDS. 


325 


A  type  of  concrete  lamp-post  suitable  for  station  platforms 
is  also  shown,  Figs.  152a  and  b,  used  in  Lincoln  Park,  Chicago, 
and  in  Southern  California  cities. 

Fig.  152a,  the  body  of  the  post  is  composed  of  very  dry  con- 


crete, 1  cement,  1.5  torpedo  sand  and  2.5  (J  to  J  in.  limestone, 
with  a  surface  dressing  above  ground  of  \  in.  of  1  :  1  :  \\  mortar 
composed  of  cement  torpedo  sand  and  fine  granite  screenings. 
To  the  mortar  is  added  5  Ib.  of  mica  for  each  post.  When  dry 


326  TRAIN  SHEDS. 

the  surface  is  quickly  brushed  with  muriatic  acid,  then  drenched 
with  water  and  brushed  over  with  a  broom. 

Cost.  —  About  two  gallons  of  acid  is  used  for  each  post. 
Weight  when  finished  2000  Ib.  Cost  of  manufacture  $16  to  $19 
each. 

Fig.  152b  is  a  reinforced  concrete  lamp-post.  It  is  cast  in 
three  distinct  parts,  shaft,  base  and  cap;  when  set  up  it  is  se- 
curely anchored  to  the  concrete  foundation  by  twisted  steel 
reinforcing  rods. 

Train  Sheds. 

The  advent  of  reinforced  concrete  or  steel  encased  in  con- 
crete has  brought  about  an  entire  change  in  the  design  of  train 
sheds.  In  place  of  the  high  one  span  structure  which  was 
almost  universal  a  few  years  ago  the  low  short  span  type  of 
shed  with  posts  is  now  most  in  evidence  for  new  structures  of 
this  character. 

The  low  shed  has  many  advantages  over  the  high  shed,  and 
is  not  only  cheaper  in  first  cost  but  also  in  maintenance.  The 
latter  item  in  the  old  type  of  shed  was  always  a  very  heavy 
burden.  In  addition  the  sulphuric  fumes  from  the  locomotives 
was  an  element  of  danger  to  the  steel  work  that  had  to  be 
closely  watched,  and  the  shed  itself  was  not  altogether  free 
from  leaks  and  other  defects  that  required  constant  attention. 

The  disadvantages  in  connection  with  the  use  of  columns  in 
the  interior  of  a  train  shed,  whereby  the  low  shed  is  made  pos- 
sible, such  as  the  danger  of  a  fall  of  the  roof  in  case  of  a  derail- 
ment or  a  boiler  explosion  wrecking  one  or  more  columns  has 
been  largely  discounted  as  it  has  been  found  that  these  possi- 
bilities are  so  remote  as  to  be  almost  negligible.  Most  of  the 
low  sheds  so  far  have  been  built  with  columns  in  the  center  of 
the  passenger  platform.  It  would  seem,  however,  that  there 
are  no  great  objections  to  putting  the  columns  between  tracks, 
leaving  the  platforms  clear  for  the  convenience  of  passenger 
traffic  and  trucking. 

Figs.  154  and  155  illustrate  the  two  designs,  one  with  posts  in 
the  center  of  platform  and  the  other  with  posts  between  tracks 
from  which  it  will  be  noted  the  design  for  columns  between  tracks 
increases  the  height  of  the  shed  so  that  the  area  of  enclosed  space 


C.  &  N.  W.  RY.  TRAIN  SHED.  327 

is  somewhat  greater  than  lor  the  design  with  columns  on  the 
platform. 

It  is  figured  in  the  comparison  that  a  14-ft.  platform  without 
posts  is  equivalent  to  a  16-ft.  platform  with  posts  and  that 
track  centers  would  have  to  be  about  15  ft.  to  take  care  of  the 
posts  between  tracks  as  against  13  ft.  centers  without  posts. 

One  of  the  very  important  features  in  connection  with  train 
shed  and  platform  construction  is  the  drainage  and  the  means 
taken  to  carry  the  storm  water  from  the  roof,  especially  in  cold 
climates  where  alternate  freezing  and  thawing  takes  place  and 
the  outlets  and  downspouts  are  quickly  clogged  up  with  ice. 
All  sheds,  wherever  possible,  should  be  built  with  a  continuous 
slight  down  grade,  away  from  the  concourse  or  midway.  Square 
downspouts  are  commonly  used  of  large  dimensions  run  where- 
ever  possible  in  straight  lines  without  bends.  When  a  change 
of  direction  is  necessary,  cast  iron  or  concrete  boxes  should  be 
built,  into  which  the  downspouts  should  connect,  the  box  being 
connected  independently  to  the  main  drain;  these  boxes  are 
usually  built  at  the  junctions  of  downspouts  and  the  cross 
drains,  and  serve  as  manholes  and  inspection  chambers.  A 
line  of  steam  pipes  is  sometimes  run  alongside  each  downspout 
connecting  with  a  main  through  which  exhaust  steam  can  be 
conveyed  at  certain  periods  so  as  to  keep  the  downspouts 
clear  of  ice. 

C.  &  N.  W.  Ry.  Train  Shed.  —  The  shed  is  of  the  Bush  type 
320  ft.  wide,  varying  in  length  from  740  to  940  ft.  Single  row 
of  columns  are  placed  in  the  center  of  each  platform  spaced 
25  ft.  6  in.  center  to  center  longitudinally  and  38  ft.  9  in.  trans- 
versely. The  main  cross  roof  supports  are  curved  plate  girders 
supported  on  columns  consisting  of  two  12-in.  channels  connected 
with  lacing  bars.  The  columns  are  braced  longitudinally  by 
struts  composed  of  two  10-in.  channels  with  a  half-inch  bottom 
plate  18  in.  wide.  The  smoke  ducts  are  lattice  girders  en- 
cased in  concrete  and  the  roof  framing  consists  of  eye  beam 
rafters  and  bulb  angle  purlins  upon  which  is  a  2J-in.  concrete 
roofslab  reinforced  with  wire  mesh,  and  covered  with  composi- 
tion roofing. 

In  each  bay  there  are  5  ft.  wide  wire  glass  skylights  over  the 
platforms,  and  a  central  row  of  ventilators.  The  smoke  duct 


328 


C.  &  N.  W.  RY.  TRAIN  SHED. 


_r    in. 


14   ft.  8-in.  centers,    the 


projects  far  enough  above  the  roof  to 
take  care  of  roof  drainage  and  is  sup- 
posed to  be  far  enough  below  to 
prevent  rain  and  snow  from  reach- 
ing the  platform.  The  roof  drainage 
is  led  to  gutters  in  the  valleys  and 
thence  by  downspouts  at  alternate 
columns  to  the  sewer  connections. 
A  snow  load  of  20  Ib.  per  square  foot 
was  assumed  for  the  roof  loading. 

Platform  and  Train  Shed  Floor.  —  The 
train  shed  floor  is  carried  by  steel 
girders  and  columns  resting  on  con- 
crete piers  and  footings  with  pile 
clusters  and  has  a  solid  floor  of 
concrete  resting  upon  shelf  angles  on 
the  girders  and  track  stringers  well 
drained  and  waterproofed.  To  avoid 
vibration  the  floor  was  made  16  in. 
thick  and  for  the  platforms  about  6 
in.  thick.  In  each  case  there  is  a 
2-in.  surface  of  mastic  asphalt  upon 
the  concrete  with  a  layer  of  burlap 
in  the  asphalt.  The  platforms  are 
16  ft.  wide  and  8  in.  above  top  of 
rail. 

Lehigh  Valley  Train  Shed.  —  A 
shed  with  posts  between  tracks  of  the 
Bush  type  was  built  recently  at  the 
old  Lehigh  Valley  depot  at  Buffalo 
as  it  was  found  to  be  more  suitable 
for  existing  conditions  than  a  shed 
with  posts  in  the  center  of  platform. 
(Fig.  155.) 

The  columns  between  tracks  have 
a  clearance  of  14  ft.  and  are  built 
width  of  column  being  8  in.  The 


platforms  are  5  ft.  from  center  of  track  and  about  14  ft.  3  in. 
wide,  and  6J  in.  above  top  of  rail. 


C.  &  N.   W.  RY.   TRAIN   SHED. 


329 


Drain  Pipe  at  Columns 
INTERMEDIATE  SECTION 
THROUGH  GUTTER 


CROSS  SECTION 


2.  IO*C?.  20  Ib8. 


LONGITUDINAL  STRUT  IN  SMOKE  DUCT 
Fig.  154.     Details  of  Train  Shed,  C.  &  N.  W.  Ry. 


Cart  Ing  "A  " 


330 


LEHIGH  VALLEY  TRAIN  SHED. 


The  columns  are  spaced  33  ft.  centers  longitudinally  and  are 
built  of  sections  with  the  web  parallel  to  the  track.  Curved 
plate  girders  constitute  the  main  truss  supports  with  lattice 
steel  trusses  forming  the  longitudinal  purlins,  those  acting  as 
the  smoke  ducts  being  encased  in  concrete;  the  roof  covering  is 
of  concrete  slab  construction  finished  on  top  with  composition 
roofing. 

The  platforms  are  built  of  concrete  on  cinder  fill  as  shown, 
Fig.  156.  The  sidewalks  are  8  in.  thick,  14  ft.  wide;  the  platform 
slab  is  6  in.  at  the  outer  edge  and  7|  in.  at  the  center  and  has  a 
reinforcement  of  triangular  wire  mesh.  Beneath  the  platform 
and  between  walls  a  bed  of  6  in.  tamped  cinders  is  placed  before 
laying  the  concrete. 


6",  I  2l" 


Fig.  155.     Cross-section  of  Typical  Bay  —  Eye  Bolts  Used  in  Wall  Detail. 
L.  V.  Train  Shed  at  Buffalo. 


A  detail  of  the  Kepplar  roof  lights  used  on  this  shed  is  shown, 
Fig.  156,  and  is  built  of  6  in.  units  with  steel  reinforced  cement 
ribs. 


LEHIGH  VALLEY  TRAIN  SHED. 


331 


>  Cement      Oak 


TYPICAL  INTERIOR  COLUMN  TYPICAL  SMOKE  DUCT  TRUSS 

DETAILS  OF  TYPICAL  COLUMN  AND  SMOKE  DUCT  TRUSS 


lai-Bentl  Fixed 


CROSS  SECTION  OF  PLATFORM  ON   PILES 

SLAB  AND  BEAM  DESIGN  OF  PLATFORM  FOR  NORTH  BAY 


AMe«h*42 


['  ' .  _  ,„ 


i 

PLATFORM  ON  CINDER  FILL 

PART  PLAN 
SoottStBldg.Un,          ELEVATION 


£ 


SECTION 

PART  PLAN  AND  OUTLINE  ELEVATION 


GENERAL   DETAILS. 

Fig.  156.     Lehigh  VaUey  Train  Shed,  Buffalo.     Bush  Type. 


332 


C.  P.  R.  TRAIN  SHED. 


bh 

fa 


C.  P.  R.  TRAIN  SHED. 


333 


C.  P.  R.  Train  Shed.  —  The  train  shed  recently  built  at  Mon- 
treal, P.  Q.,  is  of  the  Bush  type,  the  layout  comprising  separate 
passenger .  and  trucking  platforms.  The  columns  are  placed 
alongside  the  center  of  each  passenger  platform  and  are  46  ft. 
centers  crosswise  and  28  ft.  centers  longitudinally.  The  main 
cross  roof  supports  are  curved  trusses,  which  support  the  longi- 
tudinal steel  purlins  and  lattice  trusses  forming  the  smoke  ducts, 
the  latter  being  encase1  d  in  concrete.  The  roof  covering  is  of 
concrete  slab  construction  reinforced  with  wire  mesh  and  fin- 
ished on  top  with  asbestos  roofing  composition.  (Fig.  157.) 

The  skylights  rise  above  the  main  roof  and  are  very  pro- 
nounced and  give  a  very  much  larger  amount  of  light  and  venti- 
lation than  is  usual  in  this  type  of  shed  and  while  it  may  have 
some  advantage  in  this  respect  over  the  flat  style  of  skylights, 
the  latter  has  certainly  a  more  simplified  appearance  and  will 
not  hold  drifting  snow  to  the  same  extent  as  the  former.  The 
fact  that  the  smoke  ducts  are  open  all  the  way  throughout  the 
length  of  the  shed  is  more  than  sufficient  for  all  the  ventilation 
necessary  and  the  less  projections  on  a  roof  the  easier  it  will 
be  wind  swept  and  kept  clear  of  snow. 


Fig.  158.    C.  P.  R.  Passenger  Platform. 


Fig.  159.     C.  P.  R.  Baggage  Platform. 


334  PASSENGER  PLATFORMS. 

Platforms.  —  The  passenger  platforms  are  16  ft.  wide  and  the 
trucking  platforms  10  ft.  Their  construction  is  shown  in  Figs. 
158  and  159.  The  side  walls  are  6  in.  thick  with  a  footing 
course  resting  on  a  broken  stone  fill.  The  platforms  are  6|  in. 
thick  and  reinforced  with  f-in.  square  steel  bars  at  about  15  in. 
centers;  most  of  the  filling  under  the  platforms  was  of  broken 
stone.  Farm  drains  of  4  in.  tile  were  laid  lengthwise  about 
2  ft.  3  in.  below  the  track,  connecting  with  the  cross  drains  at 
every  alternate  column,  the  latter  being  6  in.  cast  iron  pipe 
carried  under  the  tracks  crosswise  and  connected  to  the  main 
sewer. 

An  improvement  to  this  design  would  be  to  let  the  platform 
portion  project  over  the  wall  on  each  side  so  as  to  cast  a  shadow 
which  would  give  a  better  appearance  and  make  a  better  drip  for 
waste  water,  etc.,  when  washing  or  cleaning  platforms. 

Cost  of  Train  Sheds.  —  The  range  of  prices  for  train  shed 
work  is  bound  to  be  very  variable  depending  upon  the  kind  of 
shed,  the  loading  figured,  its  height,  width  and  the  amount 
and  kind  of  light  and  ventilation  desired.  The  nearest  method 
for  different  designs  is  to  take  the  cubic  contents  and  compare 
the  prices  per  cubic  foot  of  enclosed  space,  rather  than  the  cost 
per  square  foot. 

For  sheds  of  the  types  shown,  the  following  units  may  be  of 
service: 

Cost  of  train  shed  (not  including  platforms, 

foundations  or  drains  below  platforms) ....     6  to  10  cents  per  cu.  ft. 
Cost  of  train  shed  (not  including  platforms, 

foundations  or  drains  below  platforms) $1 . 10  to  $2. 25  per  sq.  ft. 

Pounds  of  steel  per  square  foot  of  roof 16  Ib.  to  20  Ib. 

The  cost  of  reinforced  platforms  including  the 

excavation  and  stone  filling  under,  as  well  as 

the  curbing,  Figs.  158  and  159,  average  per 

square  foot 40  to  60 1 


PLATFORM   CANOPIES. 


335 


Station  Platform  Canopies.  —  The  inverted  type  of  station 
canopies  shown  in  Figs.  160  and  161  illustrates  the  designs  on 
the  N.  Y.  C.  The  roof  is  supported  by  one  row  of  posts  down 
the  center  of  the  platform  and  drains  to  the  center,  the  water 
being  carried  off  by  downspouts  inside  the  posts. 

Fig.  161  is  for  platforms  used  exclusively  for  passenger  busi- 
ness and  Fig.  160  is  for  platforms  used  both  for  freight  and 
passenger.  In  the  former  case  the  butterfly  extension  covers 
the  platform  to  a  greater  extent  than  the  latter,  as  is  shown  by 
the  clearances.  The  posts  are  made  of  four  light  angles  or  two 
channels,  placed  back  to  back,  with  steel  brackets  and  purlins, 
the  roof  boards  being  nailed  to  nailing  strips  secured  to  the  tops 
of  the  beams  and  covered  with  composition  roofing. 

The  cost  of  this  type  of  platform  roof  may  be  estimated  at 
$1.25  per  square  foot,  which  includes  the  ordinary  foundation 
for  the  posts  5  ft.  below  ground,  but  does  not  include  any  plat- 
form or  drainage  below  and  beyond  the  platforms. 


Fig.  160.     N.  Y.  C.  Butterfly  Platform  Shed,  Passenger  and  Freight  Traffic. 


Fig.  161.    N.  Y.  C.  Butterfly  Platform  Shed,  Passenger  Traffic  Only. 


336  PLATFORM  SHELTERS. 

Platform  Shelters,  Southern  Pacific  Co.  —  The  new  station 
of  the  Southern  Pacific  Co.  at  Los  Angeles,  CaL,  has  the  plat- 
forms covered  by  shelter  roofs  built  of  reinforced-concrete 
units.  The  roofs  are  of  the  "  butterfly "  or  concave  type, 
sloping  down  from  the  eaves  to  a  central  gutter.  There  are 
four  platforms  740  ft.  long  and  16  ft.  wide,  with  roofs  18  ft. 
wide. 

The  main  construction  consists  of  a  central  row  of  T-head 
columns,  spaced  20  ft.  center  to  center  and  carrying  two  rows 
of  roof  slabs  20  ft.  long.  (Fig.  161a.)  The  columns  are  12" 
X  24"  at  the  base  and  12"  X  18"  at  the  top,  with  caps  or  heads 
10  ft.  long  and  17  in.  deep.  On  each  side  of  the  cap  is  a  recess, 
forming  a  shelf  for  the  end  of  the  roof  slab. 


Fig.  16 la.     Placing  Roof  Slabs. 

Reinforcing  bars  projecting  from  the  ends  of  the  slabs  lap 
each  other  over  the  top  of  the  cap  and  are  embedded  in  cement 
mortar,  which  is  filled  in  over  the  cap  to  the  level  of  the  slabs. 
The  longitudinal  joint  between  the  slabs  is  also  filled  with  cement 
mortar.  A  roofing  composition  is  laid  upon  the  completed 
shelter.  At  intervals  of  about  340  ft.  an  expansion  joint  is 
provided,  covered  with  copper  flashing. 

The  roof  slab  has  a  minimum  thickness  of  4  in.  (increased  to 
give  an  incline  for  drainage)  and  is  stiffened  by  six  transverse 
ribs.  The  columns  are  set  in  sockets,  18  in.  deep,  in  pedestal 
footings. 


PLATFORM   SHELTERS. 


337 


A  variation  in  this  construction  is  required  where  the  inclined 
ramps  connect  the  platforms  with  the  subway  beneath  the 
tracks.  Here  the  roof  is  carried  by  two-column  bents,  as 
shown  in  Fig.  161b.  These  columns  are  8"  X  12",  connected 
by  an  arched  cap.  They  are  set  in  steel  sockets  in  the  steel 
framing  of  the  subway  roof.  Engineering  News,  July  13,  1916. 


SECTION  THROUGH  INCLINE  ELEVATION 

Fig.  161b.     Concrete  Platform  Shelter  with  Two-Post  Bents  Spanning 
Incline  Approach. 

C.  P.  R.  Platform  Shelter.  (Fig.  162.)  —  Umbrella  type  of 
platform  shelter  16  ft.  wide,  with  main  posts  8"  X  10"  —  14-ft. 
centers,  ridge  plate  11"  X  3",  rafters  and  ties  2"  X  6"  with 
4"  X  6"  supports,  and  4"  X  6"  run  beams,  roof  covered  with 
If-in.  matched  boarding,  and  galvanized  iron,  ready  roofing  or 
shingles  on  top;  the  main  posts  are  supported  on  round,  flatted 
cedar  sills  about  6  ft.  below  the  platform,  braced  both  sides, 
and  held  laterally  by  the  platform  joists.  The  platform  is  made 
of  3-in.  plank  on  top  of  11"  X  3"  joists  on  split  cedar  sills  at 
about  7-ft.  centers. 

Estimated  cost  per  square  foot  of  covered  space  without 
platform,  30  cents;  with  platform,  55  cents;  does  not  include 
any  piping  or  drainage. 


338 


PLATFORM   SHELTERS. 


Fig.  162.     C.  P.  R.  Wood  Umbrella  Platform  Shelter. 


TOOL  HOUSES. 


339 


CHAPTER  XVII. 
ROADWAY  BUILDINGS. 

Tool  Houses.  —  In  tjie  maintenance  of  track  the  road  is 
divided  into  sections  ranging  from  4  to  8  miles  or  thereabout, 
each  section  being  looked  after  by  a  gang  of  men  under  a  fore- 
man who  is  responsible  for  its  safety  to  the  roadmaster.  A  tool 
house  to  hold  the  hand  car  and  tools  is  usually  provided  for 
each  section,  and  is  generally  located  on  the  right  of  way  close 
to  a  public  road,  or  near  a  station,  and  within  easy  reach  of  the 
section  foreman's  house;  it  is  set  back  far  enough  so  that  the 
hand  car  can  be  pulled  out  to  stand  clear  of  the  tool-house 
door  when  open,  and  passing  trains,  placed  when  possible  along- 
side the  main  track  clear  of  switches.  The  minimum  distance 
from  rail  and  the  sizes  of  the  houses  recommended  by  the  Amer. 
Ry.  Eng.  Assoc.  are  shown  on  the  following  sketches. 


Drop  Siding 

Sliding!!        * 
Door 

JL 


Drop  Siding 


TRACK  ELEVATION 


Window 


END  ELEVATION 


TRACK  ELEVATION 


A  14x20 

B12*xl8f 

f  - 

1  i 

Window 

Nonet  Rail, 

1 

Double  Swinging 
Door 


SIDE  ELEVATION 


C  10  x  14* 


f 

n  v 


PLAN 


PLAN 


Recommended  A.  R.  E.  Assoc.  Typical 
•Section  Tool  House,  Classes  A  and  B. 


Recommended  A.  R.  E.  Assoc.  Typi 
cal  Section  Tool  House,  Class  C. 


Approximate  costs: 
Tool  house  A,  14'  X  20',  about  $200. 
Tool  house  B,  12'  X  18',  about  $150. 
Tool  house  C,  10'  X  14',  about  $100. 

The  C.  P.  R.  Standard  single  and  double  tool  houses  are  illus- 
trated, pages  340  and  341,  and  may  briefly  be  described  as  follows: 


340 


TOOL  HOUSES. 


Plank  or  cedar  sill  foundation  for  flat  ground,  and  cedar  posts 
6-in.  diameter  about  5-ft.  centers,  or  old  bridge  stringers,  when 
on  sloping  ground. 

Sill  4"  X  4"  all  round  the  outer  walls,  joists  4"  X  6"  at  2-ft. 
centers,  covered  with  2-in.  plank. 

2-in.  by  4-in.  studs,  2-ft.  centers  doubled  at  door  openings 
and  all  corners,  4"  X  4"  wall  plates  7  ft.  high  from  floor,  out- 
side boarded  with  J-in.  rough  plank  finished  with  seven-eighths 
ship  lap  or  drop  siding  with  1"  X  5"  planed,  top,  bottom  and 
corner  boards. 

Rafters,  2-in.  by  4-in.,  2-ft.  centers,  one-third  pitch  roof  cov- 
ered with  f-in.  rough  boards  and  shingles  with  building  paper 
between,  gable  ends. 

A  small  window  is  provided  at  each  end,  a  double  door  facing 
the  track,  opening  outwards,  about  7  ft.  wide,  with  stringers 
and  light  platform  from  the  house  to  the  track,  for  convenience 
in  taking  the  hand  car  out  and  in.  The  door  is  provided  with 
chain  staple  and  switch  padlock. 


Fig.  163.     C.  P.  R.  Single  Tool  House. 
Approximate  estimate  of  cost. 

SINGLE  TOOL  HOUSE.     (Fig.  163.) 


Quantities. 

Material. 

Labor. 

Total  unit. 

Cost.     ! 

2000  ft.  B.  M.  lumber  per  thousand 
ft.  B.  M  

$17  00 

$13  00 

$30  00 

$60  00 

2000  shingles  per  thousand  

2.00 

2  00 

4  00 

8  00 

Hardware  and  glass  

3.00 

2  00 

5  00 

Painting 

5  00 

7  00 

12  00 

Total  

$85  00 

TOOL  HOUSES. 


341 


IT    II 


2  Plank 


! 
T 

I 

~ 

~ 


Fig.  164.     C.  P.  R.  Double  Tool  House. 
Approximate  estimate  of  cost. 


Quantities. 

Material. 

Labor. 

Total  unit. 

Cost. 

3500  ft.  B.  M.  lumber  per  thousand 
ft.  B.  M  

$17.00 

$13.00 

$30.00 

$105.00 

4000  shingles  per  thousand 

2.00 

2  00 

4.00 

16.00 

Hardware  and  glass 

6.00 

4.00 

10.00 

Painting  

9.00 

12.00 

21.00 

Total 

$152.00 

The  B.  &  O.  section  tool  houses,  Figs.  165  and  166,  present 
a  very  neat  appearance  and  are  simple  in  design. 

The  size  of  the  No.  1  house  is  10'  X  14',  the  framing  is  2"  X  6" 
studs  doubled  at  the  corners;  the  building  is  sheathed  on  the 
outside  with  drop  siding.  The  cost  is  approximately  estimated 
at  $115  complete  in  place. 

The  No.  2  house  is  similar  to  No.  1  but  is  only  8'  X  10'  and 
the  cost  is  estimated  at  $75  complete  in  place. 


1 


*18HNote:  Window  in  this  end  only. 

\  Window  to  be  made  to  slide  to  one 
side  on  the  inside.  A  closed  shutter 
or  door  to  be  made  to  follow  the 
window  to  close  up  the  opening 
when  window  is  drawn  back.  Fast- 
enings to  be  made  to  lock  both 
window  and  shutter  securely. 


Wood  Si-1-l^lJj 


FRONT  ELEVATION 


.     1 

Studs  2x6           J 

Shelf 

1 

Sliding  Doorj 

PLAN 

Slate 

^'Sheathing 


SIDE  ELEVATION 

Fig.  165.     B.  &  O.  R.  R.  Section  Tool  House  No.  1. 

Composition  Roof  ^-JK-BWW  *.        /»  Sheathing 


-••         NWoodSill    i 

FRONT  ELEVATION 


•Top  of  Rail 


8"x  12'fconcrete  Mud  Sill      IfiLjE 

SIDE  ELEVATION Vl5*- 


Studs  2"x  4" 


(342) 


PLAN 


•-H 


Fig.  166.     B.  &  O.  R.  R.  Section  Tool  House  No.  2. 


SECTION   HOUSES. 


343 


Section  Houses.  —  Section  houses  are  built  along  the  right 
of  way  principally  for  the  convenience  of  having  the  trackmen 
live  close  at  hand  to  readily  respond  for  emergency  service  at 
any  time.  The  houses  are  usually  framed  structures,  and  are 
built  single  or  double;  the  double  houses  are  convenient  at 
points  where  it  is  necessary  to  keep  two  gangs. 

The  character  of  these"  houses  varies  to  suit  the  class  of  labor 
and  the  accommodation  necessary  or  desirable  to  provide  under 
different  conditions.  An  ordinary  single  section  house,  Fig.  167, 
can  be  built  for  $750,  wood  foundation,  or  $900  with  concrete 


Kitchen 


Dining 


iiving  Room 
18'*  13' 


FIRST  FLCO.3 


FRONT  ELEVATION 

Fig.  167.     Single  Section  House. 


foundation.  A  double  house,  Fig.  168,  is  estimated  at  $1400 
with  wood  foundation  or  $1700  for  concrete  foundation.  Their 
construction  would  be  about  as  follows,: 

Construction.  —  Frame  and  partitions,  spruce;  rough  board- 
ing, floors,  clapboards,  outside  and  inside  finish,  frames,  etc., 
good  quality  native  spruce  or  pine;  shingles,  pines  or  cedar;  all 
mouldings,  doors,  windows,  and  inside  finish,  stock  pattern. 

Cedar  sills  or  posts  about  5-ft.  centers,  or  when  it  can  be  done 
cheaply,  concrete,  stone,  or  brick  foundation  with  cellar.  Frame, 
2"  X  3"  studs  at  16-in.  centers,  2"  x  10"  joists  at  16-in.  centers, 
ceiling  roof  joists  and  rafters  1"  X  6"  at  16-in.  centers,  4"  X  3" 
wall  plates  and  runners,  outside  walls  f-in.  rough  boarding,  with 
f-in.  ship  lap,  siding,  or  shingles,  with  building  paper  between, 


344 


DOUBLE  SECTION  HOUSE. 


and  I"  X  5"  trim  around  windows,  doors,  porch,  eaves,  etc.  All 
inside  walls  lathed  and  plastered.  Shingle  roof,  f-in.  boards 
with  building  paper  between.  Floors  J-in.  rough  boards  and 
f-in.  finished  floor  with  building  paper  between  for  ground  floor, 
and  J-in.  finished  floor  only  for  upper  story. 


nr 

_j 

Kitchen  |    Dining 
9x11          Room 

I'll 

i 

_|l\ 
Living  Room 
=>          18x13' 

Bed  Room 
ll'x  13' 

IT  ' 

-  n  , 

JL      Mil 
Bed  Room 

1  \ 

me  in 

FIRST  FLOOR 


SECOND  FLOOR 


FRONT  ELEVATION 

Fig.  168.     Double  Section  House. 
Approximate  estimates  of  cost. 


Quantities. 

Single  house. 

Double  house. 

Excavation  and  wood  foundation  

$20.00 

$35.00 

Brick  

35.00 

70.00 

Hardware  

20.00 

35.00 

Carpentry  

518.00 

953.00 

Lath  and  plaster 

82  00 

167.00 

Shingles 

25  00 

45.00 

Painting  and  glazing  

50.00 

95.00 

If  masonry  foundation,  add  

$750.00 
150.00 

$1400.00 
300.00 

Total  

$900  00 

$1700.00 

COMBINATION  SECTION  HOUSE. 


345 


Combination  Section  House.  —  A  combination  section  house 
adopted  by  the  Lehigh  Valley  for  the  use  of  its  foremen  and 
laborers  provides  a  bunk  room  14'  X  30'  in  rear,  with  separate 
entrance,  and  house  accommodation  in  addition,  comprising  a 
dining  room  and  kitchen  on  the  first  floor,  and  three  bedrooms  on 
the  second  floor.  (Fig,  169.) 

The  structure  is  Ij  stories  in  height,  and  is  constructed  of 
hollow  tile  building  blocks,  with  buff  colored  rock  asbestos  stucco 
finish,  and  supported  on  concrete  foundations.  Red  quarry 
floor  tiles  are  used  for  the  bunk  room  floor,  and  pine  floors  for 
the  balance. 

The  bunk  room  is  plastered  with  two  coats  Portland  cement 
mortar,  trowelled  to  a  hard  finish  and  waterproofed;  the  bal- 
ance of  the  house  is  fin- 
ished with  three  coats  ready 
mixed  hard  wall  plaster. 
The  building  is  heated  with 
stoves,  and  a  cellar  is  pro- 
vided for  storage. 

Cost.  —  The  cost  of  this 
building  complete  is  about 
$3750. 


ATTIC 


FIRST  FLOOR  SECOND  FLOOR 

Fig.  169.     Combination  Section  House. 


346 


C.  P.  R.  SECTION  HOUSE. 


C.  P.  R.  Standard  Section  House.  —  The  standard  C.  P.  R. 
section  house,  Fig.  170,  is  a  two-story  frame  building  on  a  con- 
crete foundation.  It  provides  six  fairly  large  rooms,  three  on 
each  floor,  with  a  partial  cellar  in  the  basement,  or  when  de- 
sired the  whole  basement  may  be  made  into  a  cellar.  The 


Tar  Paper 

l"T.  i  G.  Rough  BoaiA 
2'x4"Studsat  IGotrs. 
Lath  &  Plaster 


IK* Drop  Siding 
Tar  Paper 

A  1"T.  &  G.  Rough  Board* 
aWstudsatlGctrs. 
Lath  &  Platter 


GROUND  FLOOR  PLAN 

Fig.  170.     C.  P.  R.  No.  4  Standard  Section  House. 


C.  P.  R.  SECTION   HOUSE. 


347 


house  is  lathed  and  plastered  inside  throughout  and  double 
sheathed  on  the  outside;  the  concrete  walls  are  carried  to  the 
top  of  the  joists  at  the  ground  floor  level. 

The  average  cost  of  the  house  complete  is  from  $1800  to 
$2100. 


Rougheut  ^ thick 


I 


'Jf  T.  t  0.  FlnUhed  Floor 
Double  Layer  Tar  Paper 
f  T.  &  G.  Bough  Board] 


SECTION  A-A 

Fig.  170  (Continued).    C.  P.  R.  No.  4  Standard  Section  House. 


348 


DOUBLE  SECTION  HOUSE. 


C.  P.  R.  Double  Section  House.  —  Fig.  171  illustrates  a 
double  section  house  as  built  on  the  C.  P.  R.  The  foundation 
may  be  of  cedar  sills  or  concrete  with  a  basement.  The  ground 
and  first  floor,  including  the  roof,  etc.,  are  built  of  timber 
throughout.  This  layout  provides  three  rooms  downstairs  and 
three  rooms  upstairs  with  two  chimneys  for  each  house.  The 
studding  for  the  outer  walls  is  2"  X  4"  and  the  inside  walls  are 
2"  X  3",  all  at  16"  centers.  The  exterior  is  covered  with  T. 
and  G.  boards  with  a  layer  of  felt  and  finished  with  shingles. 
The  interior  is  lathed  and  plastered  throughout. 

The  cost  of  this  structure  on  cedar  sill  foundation  was  $2800, 
the  details  of  which  are  given  below.  When  concrete  founda- 
tion is  desired  the  cost  would  be  about  $3500. 

Approximate  cost  of  a  double  section  house. 
Excavation  and  clearing $  150 . 00 


400  ft.  cedar  sill  foundation 
25,000  ft.  B.  M.  lumber  @  $40.00. 

Doors  and  windows 

34,000  shingles  @  $5.00 

800  yds.  plaster  @  35£ 

36  yds.  rough  cast  @  50  j£ 

5  squares  tar  and  gravel  @  $6 . 00 . 
5000  brick  and  lime  for  chimney  @ 

Hardware,  etc ".  .  .  . 

50  gallons  paint  @  $2. 50 


60.00 
1000.00 
375.00 
170.00 
280.00 
18.00 
30.00 
100.00 
192.00 
125.00 
$2500.00 
300.00 
Total $2800.00 


$20 . 00 . 


Supervision  and  contingencies  about  10  per  cent 


GROUND  FLOOR  PLAN 

Fig.  171.    C.  P.  R.  Double  Section  House. 


DOUBLE  .SECTION   HOUSE. 


349 


FIRST  FLOOR   PLAN 


Gal.  I.  Flashing 


FRONT    ELEVATION 

Fig.  171  (Continued).     C.  P.  R.  Double  Section  House. 


350  REST  HOUSES. 

Rest  Houses.  —  One  of  the  important  features  about  a  rest 
house  is  to  obtain  a  good  site  for  it.  As  often  as  not  it  is  located 
in  the  corner  of  a  yard  where  it  is  subjected  to  noise  and  peri- 
odical deluges  of  smoke  from  the  roundhouse  which  not  only 
causes  irritation  and  dissatisfaction,  but  also  adds  greatly  to 
its  maintenance  as  it  requires  constant  painting  to  keep  the 
building  from  looking  dingy. 

It  is  claimed  that  the  men  coming  in  tired  at  all  hours  do  not 
care  to  walk  very  far  and  in  consequence  the  nearer  the  house 
is  to  his  cab  or  caboose  at  the  end  of  his  run  the  better  he  likes 
it.  The  same  also  applies  when  he  is  called  for  duty,  the  closer 
he  is  the  less  time  it  takes  to  get  ready. 

Whilst  these  have  a  bearing  on  the  location,  freedom  from 
smoke  and  noise,  attractive  outlook  and  genial  surroundings 
have  a  value  in  efficiency  that  is  too  often  overlooked  and 
more  money  is  often  spent  in  trying  to  counteract  a  poor  site 
by  providing  lavish  indoor  attractiveness,  that  would  otherwise 
not  be  necessary  if  the  site  had  been  more  congenial. 

These  houses  very  often  furnish  room  and  board  for  office 
and  shop  hands  as  well  as  trainmen  and  the  designs  vary  to 
suit  local  conditions.  In  the  larger  houses  the  layout  is  in  the 
nature  of  an  up-to-date  hotel,  with  office  and  help  accommoda- 
tion, check  room,  safe,  lockers,  bunks,  beds,  reading  and  writing 
rooms,  lecture  hall,  bowling  alleys,  billiard  room,  baths  and 
showers,  lavatories,  as  well  as  ample  kitchen  accommodation 
and  equipment,  besides  store  rooms,  ice  and  refrigeration,  heat, 
fire  protection,  electric  light,  attractive  furnishings,  provision 
for  future  extension  and  good  ventilation  and  sanitation. 

The  Railway  Branch  of  Y.  M.  C.  A.,  working  in  conjunc- 
tion with  the  railroads,  has  established  a  great  number  of 
boarding  houses  or  hotels  at  many  of  the  principal  divisional 
points,  which  prior  to  their  advent  did  not  provide  the  proper 
class  of  accommodation  for  railway  men.  It  is  claimed  by 
many,  however,  that  as  good  results  could  be  obtained  by  com- 
pany operation,  under  the  Sleeping  and  Dining  Car  Depart- 
ment. 

Two  Story  Rest  House.  —  A  two  story  type  of  rest  house  to 
accommodate  fifty  men  is  shown  in  Fig.  172.  In  place  of  the 
usual  dining  and  reading  room,  a  large  lounge  room  is  provided 


TWO  STORY  REST  HOUSE. 


351 


Concrete  Foundation 
FRONT7"  ELEVATION 


GROUND  FLOOR  PLAN 

Fig.  172.     Two  Story  Rest  House. 


352  BUNK  HOUSES. 

with  an  open-fireplace  and  vestibuled  entrance.  It  also  pro- 
vides a  large  number  of  bath-rooms,  and  locker  accommoda- 
tion in  the  corridors.  A  veranda  7  ft.  9  in.  wide  is  built  on 
three  sides  of  the  house.  If  desired  showers  can  be  substituted 
for  baths. 

The  building  is  a  frame  structure  30  ft.  deep  by  60  ft.  in  length, 
on  concrete  foundations,  and  is  lathed  and  plastered  inside 
throughout. 

The  approximate  cost  under  ordinary  conditions,  including 
steam  heating,  electric  light,  and  drainage,  is  $9500. 

Bunk  Houses.  —  The  smaller  class  of  building  is  commonly 
called  the  bunk  house  and  these  are  usually  provided  by  the 
railway  for  the  trainmen  only  at  points  where  crews  have  to 
lay  over,  when  away  from  their  home-quarters,  or  where  the 
town  is  too  far  away  from  the  junction  point,  or  where  there  is 
no  accommodation  for  railway  men. 

C.  P.  R.  No.  i  Standard  Bunk  House.  —  The  No.  1  C.  P.  R. 
Standard  Bunk  House,  Fig.  173,  will  accommodate  twenty-two 
men.  The  arrangement  provides  a  series  of  rooms  which  hold 
from  two  to  three  double  bunks,  so  that  an  engine  crew  can  be 
accommodated  in  one  room,  the  idea  being  that  when  a  crew  is 
called,  the  others  in  the  house  are  not  disturbed. 

This  house  is  30  ft.. deep  by  57  ft.  long,  and  contains  five  bunk 
rooms  with  17  lockers  located  in  the  corridor,  including  a  fair 
sized  dining  and  reading  room,  an  office  or  store  room,  a  mod- 
erate kitchen,  a  large  lavatory  and  a  bath-room. 

The  structure  is  a  frame  building  on  concrete  foundations 
and  is  lathed  and  plastered  inside.  Screen  doors  and  windows 
and  good  ventilation  are  provided;  a  large  veranda,  8  ft.  wide 
is  located  at  one  end  of  the  building,  returning  14  ft.  on  the  long 
side  of  the  house  to  provide  ample  shade.  Under  ordinary  con- 
ditions, this  house  on  concrete  foundation,  including  steam  heat- 
ing, electric  lighting,  septic  tank  and  drainage  is  estimated  to 
cost  $5000.  The  cubical  contents  is  approximately  33,000  cu.  ft. 
and  the  average  unit  price  per  cubic  foot  is  15  cents. 

The  two  tier  bunks,  shown  in  Fig.  174,  are  made  of  iron  with 
wire  springs  and  post  castings  are  provided  to  attach  to  the 
floor.  The  details  are  fashioned  after  the  ordinary  iron  bed 
frame,  made  up  of  light  angle  and  corner  castings. 


C.  P.  R.   BUNK  HOUSE. 


353 


No.  18G.  G.I.  Bidet 


Bun  V, 


SIDE  ELEVATION 


SECTION  A-B 


I  at  6'ctrs/  No.  5E  Std.  Door 

FRONT  ELEVATION 


PLAN 


Fig.  173.    C.  P.  R.  No.  1  Bunk  House. 


Approximate  cost  of  C.  P.  R.  No.  1  bunk  house. 
Concrete  and  excavation $  480 . 00 


30,000  ft.  B.  M.  lumber  @  $35.00. 

Labor  in  erecting 

Windows  and  frames 

Outside  doors  and  frames 

22,000  shingles  @  So .  50 

800  sq.  yds.  plaster  @  40ff 

Spikes  and  nails 

Building  paper 

Locks  and  fixtures 

Painting,  tinting,  etc 

Plumbing,  heating  and  drainage. . . 
Bunks  in  place  (iron) 


1050.00 

750.00 

250.00 

75.00 

121.00 

320.00 

60.00 

24.00 

75.00 

240.00 

925.00 

125.00 

4495.00 

505.00 

Total..  $5000.00 


Supervision  and  contingencies. 


354 


IRON   BUNKS. 


END  ELEVATION 


Castings 


Wire  Spring^ 


l"Pipe- 


Wire  Spring  -^ 


Casting, 


SIDE  ELEVATION 


Wire  Spring 


%^'Screw  Bolts  l"long  with 
flat  nut3  at  4%'crs. 


PLAN 


Fig.  174.    Two  Tier  Iron  Bunks. 


SMALL  BUNK  HOUSE. 


355 


Small  Bunk  House.  —  A  small  type  of  bunk  house  15'  X  22' 
to  accommodate  eight  men  is  shown,  Fig.  175.  This  house  is 
usually  built  on  cedar  sills  directly  on  the  ground,  only  the 
chimney  is  built  of  concrete.  The  structure  is  a  frame  build- 
ing, sheathed  inside  with  f  V-jointed  boards,  and  finished  on 
the  outside  with  T.  &'  G.  boards,  a  layer  of  felt  paper  and  clap- 
boards. The  approximate  cost  of  this  house  finished  complete 
is  $600. 


No.  28G.  Gal.  Iron  Ridge 


i'x  6*Beam 


/Flatted  Cedars 


_  .^ 

M  %  Pine  Floor  .  | 
|  Tar  Paper  &  1  T.&G.  Rough  Boaw  '£$£ 

£|s 

•MS. 


SECTION  A-A 


Fig.  175.     Small  Bunk  House. 


-<  Tar  Paper 
1 1' T.&G.  Rough  Boarda 


& 

III 


If  a  concrete  foundation  with  a  cellar  under  the  full  area  of  the 
house  is  desired  the  cost  would  be  increased  about  $400. 

Instead  of  shingles  being  used  now  for  roofs  of  this  character 
ready  roofing  of  various  colors  is  quite  common.  The  cost  of 
shingles  has  gone  up  tremendously  in  the  last  few  years  and  in 
many  cases  it  is  not  as  cheap  a  roof  as  the  prepared  roofing  now 
on  the  market. 


356 


SMALL  BUNK  HOUSE. 


No. 28  G. Gal.  Iron  Ridge 


Clapbowds 
|  Tar  Paper 

4-H  IT.  &  G.  Rough  Boards 
I  2  x  4*8tuds     2'0'crs. 


Fig.  175  (Continued).    Small  Bonk  House. 


B.  &  O.  BUNK  HOUSE.  357 

Bunk  House  for  Section  Men.  —  A  type  of  dwelling  for  sec- 
tion men  used  on  the  B.  &  0.  R.  R.  is  shown,  Fig.  176.  The 
building  is  12'  X  36'  of  frame  construction  throughout.  The 
accommodation  provides  a  large  kitchen  and  sleeping  quarters 
for  six  double  tier  bunks.  The  house  rests  on  wooden  sills  and 
is  sheathed  outside  and  inside  with  T.  &  G.  boards.  Two  venti- 
lators are  installed  in  the  sleeping-room  and  a  smoke  jack  and 
cupboard  is  provided  in  the  kitchen. 

The  cost  of  this  type  of  building  is  estimated  to  be  $600. 

Box  Car  Bunk  House  for  Section  Men.  —  Another  type  of 
dwelling  for  section  men  on  the  B.  &  O.  Ry.,  using  an  old  car 
body  as  the  bunk  and  dining-room  accommodation  with  a  lean-to 
kitchen  tacked  on,  is  shown,  Fig.  177. 

The  old  car  rests  on  a  wood  sill  foundation  and  is  approxi- 
mately 8'  X  36'  with  an  8'  X  8'  kitchen  extension;  four  double 
tier  bunks  are  provided  to  accommodate  eight  men.  The  car 
body  has  four  sliding  sash  and  the  method  of  distributing  the 
bunks  at  each  corner  of  the  car  probably  gives  the  maximum 
amount  of  ventilation  and  air  space. 

Figuring  that  old  car  body  is  worth  $50,  the  cost  of  build- 
ing the  kitchen  extension  and  making  the  alterations,  etc.,  to 
conform  with  the  plan,  the  entire  building  is  estimated  to  cost 
$250.  It  should  be  noted  that  the  kitchen,  etc.,  is  well  ventilated 
and  that  summer  blinds  are  provided,  as  well  as  fan  lights  over 
the  doors.  The  larger  type  of  houses  for  buildings  of  this  char- 
acter are  known  as  rest  houses,  where  accommodation  is  provided 
for  a  big  crowd  of  men.  Such  houses  are  discussed  and  described 
on  page  350. 


358 


B.  &  O.  BUNK  HOUSE. 


qsvs  3uip;lS 


is. 

111 


I 

I   I 


360 


WATCHMAN'S  CABIN. 


%'T.  &  G.Boards, 
Tar  Paper 




6"Flatted  Cedar  Ties@2'6"ora. 

J* W 1  PLAN 

SECTION 

Fig.  178.    Watchman's  Cabin. 

Watchman's  Cabin.  —  A  cabin  5  ft.  by  9  ft.  suitable  for 
isolated  locations  where  it  is  used  as  living  quarters  by  the  watch- 
man is  shown,  Fig.  178.  A  seat  bunk,  locker  and  small  stove  are 
provided;  in  addition  it  is  usual  to  include  a  coal  or  wood  bin  at 
the  side  or  rear  of  the  cabin.  The  cost  of  this  cabin  is  estimated 
at  $75  to  $90  on  wood  sill  foundation;  the  general  details  and 
construction  are  plainly  shown  on  the  drawings. 


FREIGHT  SHEDS. 


361 


Freight  Sheds. 

At  large  freight  terminals  where  the 
amount  of  business  requires  separate 
inbound  and  outbound  sheds,  the  out- 
bound house  is  usually  made  narrow, 
about  30  ft.  in  width,  and  the  inbound 
40  to  60  ft.  in  width. 

To  avoid  the  spotting  of  cars  on  the 
track  side  and  also  to  save  trucking 
room  inside  the  house,  a  platform  8 
to  12  ft.  wide  is  sometimes  provided. 
Where  electric  trucks  are  to  be  used  12 
ft.  should  be  the  minimum  width  and 
it  should  be  protected  by  an  over- 
hanging roof.  In  place  of  platform,  con- 
tinuous doors  along  the  track  side  are 
often  substituted. 

On  the  team  side,  shed  doors  are 
usually  provided  in  each  bay;  some- 
times these  doors  are  arranged  to  open 
outwards  so  as  to  form  a  shelter  for 
the  teams,  but  generally  a  roof  over 
the  door  is  provided  for  this  purpose. 

To  assist  trucking  it  is  recommended 
that  the  floor  of  the  inbound  shed  be 
sloped  about  1  in.  in  8  ft.  towards  the 
street  and  that  the  outbound  shed  floor 
be  given  the  same  slope  from  the  street 
to  the  track.  In  the  outbound  shed 
scales  are  provided  about  50  to  80  ft. 
apart,  and  in  the  inbound  shed  where 
very  little  freight  is  weighed  one  scale 
to  each  section  or  about  every  200  ft. 
is  sufficient.  Four  ton  dial  scales  are 
recommended. 

C.  P.  R.  Freight  Sheds.  —A  cross  sec- 
tion of  a  C.  P.  R.  freight  terminal  of  this 
character  is  shown,  Fig.  179,  having  a 


— no 
— >-•  HI 


CO      £H 

I 


bC 

S 


r 


M= 


— r, 

— u 


T 


362  INBOUND  SHED. 

50-ft.  inbound  shed  and  a  30-ft.  outbound,  with  six  house  tracks 
between  sheds  and  a  transfer  platform  in  the  center;  the  tracks 
are  12  ft.  center  to  center. 

Inbound  Shed.  —  The  50-ft.  inbound  shed  is  shown,  Fig. 
180,  and  is  of  steel  and  concrete  construction  with  a  mill  type 
roof.  It  will  be  noted  that  the  floor  is  4  ft.  above  the  top  of 
rail  and  that  continuous  doors  are  used  on  the  track  side,  the 
posts  being  set  back  7  ft.  6  in.  from  the  front  of  the  building  to 
provide  trucking  room.  In  the  construction  of  the  main  roof, 
the  steel  beams  are  cantilevered  over  the  posts,  and  the  entire 
front  of  building,  including  the  sliding  doors,  is  suspended  to 
the  cantilever  beams.  The  interior  posts  are  20  ft.  centers 
with  steel  eye.  beams  running  crosswise,  and  8"  X  12"  wood 
purlins  lengthwise.  A  mill  roof  of  2"  X  3"  plank  laid  on  edge 
over  the  purlins  is  finished  on  top  with  a  composition  or  tar 
and  gravel  roof.  On  the  team  side  of  the  building  the  roof 
cantilevers  10  ft.  over  the  roadway  to  form  a  shelter.  The 
space  between  concrete  walls  is  filled  with  gravel  and  a  3-in. 
narrow  plank  floor  is  laid  on  cedar  sills.  In  preference  to  this 
floor  IJ-in.  T.  &  G.  boards  laid  on  4-in.  flatted  cedar  sills  and 
covered  with  J-in.  second  quality  maple  with  a  layer  of  tar 
paper  between  boards  has  been  substituted  at  the  same  cost. 
Another  type  is  the  wood  block  floor  that  gives  good  results  if 
properly  laid  on  a  solid  foundation.  In  this  house  3-ton  scales 
were  located  every  9th  bay,  or  about  180  ft.  apart. 

Fig.  181  a  illustrates  the  track  and  rear  elevations.  The  con- 
crete foundation  walls  are  carried  up  to  the  floor  level;  the  doors 
are  the  continuous  sliding  type  of  wood,  iron  clad,  hung  on  rollers 
on  metal  runners.  Above  the  doors  as  much  light  as  possible  is 
introduced. 

To  hold  the  building  lengthwise  brace  frames  are  inserted 
between  posts  every  second  panel  high  enough  up  to  clear. 


INBOUND  SHED. 


363 


Both  the  inbound  and  outbound  houses  are  divided  up  into 
sections  of  about  200  feet  by  fire  walls.  The  openings  in  the 
fire  walls  are  protected  by  fire  doors.  The  walls  are  carried  2  feet 
above  the  roof  and  project  one  foot  beyond  the  wall  line  both 
front  and  back.  In  each  section  lavatory  accommodation  is  pro- 
vided for  the  shedmen.*- 


No.28  Q.G»lT.Iron  flashing  with  drip 
1'Quarter  Round ^          7 


^  round  bars(o>2  6  on.          1 
both  horiiontaUj  & 


5'0 


PLAN 


Fig.  180.     50-ft.  Inbound  Freight  Shed  (Wood  Floor). 


364 


OUTBOUND  SHED. 


tXo.28  G.G»lv.Iron  Flashing 


Gravel  or  filling  as  specified    ,         \ 
2,?i"  x  18          77  3-3<i"fl  x  16  Anchors     4"  Flatted  Cedar  Sills  @  4  0  ers.1 


j*\        K)r  such  depth  (extra)  as  may  be 
Vf  t°  secure  a  good  foundation 

round  bars  @  2' 6  ors.  both  horizontally  and  vertically 

CROSS  SECTION 


PLAN 


Fig.  181.     30-ft.  Outbound  Freight  Shed  (Wood  Floor). 

Outbound  Shed.  —  The  30-ft.  outbound  shed  is  shown,  Fig.  181, 
and  is  practically  of  the  same  construction  already  described 
for  the  inbound  shed  excepting  that  scales  are  installed  every 
second  bay  or  about  40  ft.  apart.  The  sliding  doors  and  the 
lights  provided  are  shown,  Fig.  18 la,  for  the  track  and  rear 
elevation. 


FREIGHT  SHED  ELEVATIONS. 


365 


Fig.  181a.     30-ft.  and  50-ft.  Freight  Shed  Elevations. 


366  COST  OF  SHEDS. 

Cost  of  Inbound  and  Outbound  Sheds.  —  The  cost  of  these"  sheds 
with  wooden  floor  on  fill  was  estimated  at  $1.50  to  $1.75  per 
square  foot  for  ordinary  foundations.  Where  wood  piles  were 
used  the  cost  was  $1.85  per  square  foot  and  where  concrete  floor 
and  concrete  piling  were  used  the  cost  was  $2.25  per  square  foot. 
The  cost  of  the  office  building  averaged  18  cents  per  cubic  foot. 

The  above  prices  are  for  the  building  complete,  ready  for 
occupation,  including  electric  lighting,  scales,  heating,  plumbing, 
and  ordinary  light  fixtures  as  well  as  two  fire  hydrants  in  each 
section  with  a  hose  cabinet  and  150  ft.  of  hose.  The  estimated  and 
actual  cost  of  the  freight  terminal,  built  in  1914,  was  as  follows: 

Estimated  cost: 

Inbound  shed  50'  X  920',  46,000  sq.  ft.      1  «      .  QQQ  QQ 

Outbound  shed  30'  X  1000',  30,000  sq.  ft.  f  14'0°° '  °C 

Transfer  platform  12^'  X  980',  12,250  sq.  ft.,  @  $1 . 10       13,475.00 

$127,4/5.00 

Offices:  two  story,  362,000  cu.  ft.  @  18j£ 65,160.00 

Small  portion  of  sheds,  covered  platform,  etc 6,740 . 00 

$199,375.00 
Actual  cost: 

Structural  steel  and  erection $32,386 . 00 

Sheds,  transfer  platform  and  office  building 140,429.00 

Electric  lighting  and  heating 8,313 . 00 

Scales 4,788.00 

Engineering  and  supervision 13,459.00 

$199,375.00 
Unit  prices,  per  sq.  ft.,  sheds  and  platform: 

Average  cost  of  sheds  per  sq.  ft $1 . 075 

Cost  of  steel,  7  Ibs.  @  3.375^  per  Ib 0. 230 

Cost  of  lighting  per  sq.  ft 0 . 043 

Cost  of  scales  per  sq.  ft.  (1  every  3200  sq.  ft.) 0.063 

$1.411 

Add  for  engineering  5  per  cent  approx 0.089 

Total  cost  per  sq.  ft $1 . 50 

Approximate  cost  of  transfer  platform  per  sq.  ft 1 . 00 

Cost  of  electric  lighting 0.044 

$1.044 

Add  for  engineering  5  per  cent  approx 0.056 

Total  cost  per  sq.  ft $1. 10 

Unit  prices,  cu.  ft.,  office  building: 

Cubic  contents  of  office  building  taken  from  bottom  of 
footings  to  top  of  roof,  362,000  cu.  ft. 

Cost  of  office  building,  18^  per  cu.  ft. 

Cost  per  cu.  ft.  for  builder's  contract 11 .42j£ 

Structural  steel  including  erection 3 . 66 

Electric  lighting  contract 0 . 53 

Heating  contract 0 . 73 

Engineering 1 . 66 

Total  cost  per  cu.  f t 18.000 


TRANSFER  PLATFORM.  367 

Transfer  Platform.  —  The  transfer  platform  is  shown,  Fig.  182. 
The  posts  are  20  ft.  apart  and  the  roof  is  of  the  butterfly 
type.  Concrete  piers  are  placed  20  ft.  centers  and  the  floor  is 
built  of  3"  X  8"  joists  and  3-in.  plank  resting  on  8"  X  12" 
sleepers.  The  roof  consists  of  steel  brackets  fastened  to  the 
posts,  on  which  are  placed  three  6"  X  10"  X  20'  purlins  and  a 
2-in.  plank  covering,  the  plank  cantilevering  1  ft.  9  in.  over  the 
main  roof  beams.  The  roof  is  finished  with  tar  and  gravel  or 
composition.  Downspouts  4  in.  square  are  placed  every  40  ft. 
to  carry  the  rain  water  from  the  roof.  The  cost  of  this  type 
of  transfer  platform  is  estimated  at  $1.10  to  $1.25  per  square 
foot. 

Cross  Trucking  and  Bridges.  —  In  the  Los  Angeles  local 
freight  terminal  of  the  A.  T.  &  S.  Fe,  three  power  operated 
transfer  bridges  have  been  installed  as  a  means  of  reducing  the 
cross  trucking  distances.  These  bridges  are  illustrated  in  the 
Railway  Age  Gazette,  July  21,  1916. 

The  terminal  consists  of  two  buildings  about  1000  ft.  long, 
separated  by  seven  house  tracks,  divided  into  three  groups  by 
two  platforms  each  16  ft.  wide  and  connecting  with  a  cross 
platform  at  the  stub  end.  Transfer  bridges  have  been  built 
at  two  points  on  the  length  of  the  shed  to  permit  cross  trucking 
a  cut  being  made  in  a  string  of  cars  opposite  each  bridge,  when 
cars  are  placed,  to  allow  room  for  the  bridge. 

These  structures  consist  of  gallows  frame  of  steel,  spanning 
the  center  pair  of  tracks,  on  which  is  supported  the  operating 
machinery  from  which  the  three  drawbridges  are  raised  and 
lowered. 

The  bridges  consist  of  steel  beams  carrying  a  plank  floor; 
one  bridge  spans  three  tracks  and  is  about  43  ft.  long,  and  the 
other  two  are  about  29  ft.  long  each.  Between  tracks  heavy 
sills  are  placed  on  the  center  line  to  form  supports  for  the  swing- 
ing legs  which  are  used  as  intermediate  supports  to  reduce  the 
span  length. 

The  spans  are  operated  by  means  of  cable  winding  on  drums 
by  1\  horsepower  3  phase  60  cycle  alternating  current  motors. 
Worm  drums  are  used  without  brakes.  One  7|  horsepower 
motor  operates  the  3-track  bridge  and  another  of  the  same  size 
operates  the  two  smaller  ones  simultaneously. 


pooS  v  aanoas  o 
Aressaosn  aq  Sum.  SB  J 
tjjclop  BJjxa  qons  ao   J 


(368) 


LOCAL  SHEDS.  369 

Local  Sheds.  —  When  posts  are  not  objectionable  inside  the 
house,  the  flat  roof  construction  is  probably  the  simplest  and 
cheapest  for  this  class  of  building. 

In  long  wooden  sheds,  brick  gable  walls  are  built  at  each  end, 
and  at  intervals  of  50  to  100  ft.  fire  walls  are  inserted,  the  walls 
being  carried  12  to  24  in.  above  the  roof,  capped  with  a  coping  of 
concrete,  stone,  or  tile. 

Hand  sprinklers  and  fire  hydrants  are  also  introduced  through- 
out the  house  for  fire  protection,  and  in  many  cases  the  sprinkler 
system  is  installed.  This  consists  of  a  series  of  main  and  branch 
water  pipes.  The  mains  are  carried  up  at  frequent  intervals, 
and  the  branches  are  carried  across  the  ceiling  fairly  close,  and 
equipped  with  sprinkler  heads  that  automatically  open  when 
the  temperature  exceeds  a  certain  limit.  Scales  are  also  pro- 
vided to  weigh  freight  when  desired. 

Fig.  a  illustrates  a  32  ft.  wide  shed,  14  ft.  high,  with  trucking 
platform  on  track  side,  posts  16-ft.  centers  both  ways.  The 
doors  on  the  track  side  can  be  hung  on  a  double  trolley  track 
overhead,  so  that  they  may  slide  by  each  other,  or  on  sheaves, 
with  counterweights,  to  slide  up  similar  to  the  ordinary  English 
window.  The  doors  on  the  road  side  may  be  16-ft.  or  32-ft. 
centers,  the  balance  of  the  construction  as  per  sketch. 

Approximate  cost.  —  $1.25  to  $1.75  per  square  foot  (concrete 
floor),  or  7  to  10  cents  per  cubic  foot  (concrete  floor),  ordinary 
foundations. 

Fig.  b  illustrates  a  40-ft.  wide  shed,  14  ft.  high,  without  plat- 
forms, with  two  inner  rows  of  posts  at  16-ft.  centers  either  way. 
The  roof  joists  towards  the  track  side  are  cantilevered  out  8  ft. 
and  carry  the  doors  and  lights  over.  With  this  arrangement, 
and  the  doors  hung  on  a  double  trolley  track,  so  that  they  slide 
past  each  other,  there  are  no  posts  to  interfere  with  car  doors, 
and  truck  platforms  are  not  necessary.  The  balance  of  the 
construction  is  shown  on  the  sketch. 

Approximate  Cost  Complete.  —  $1.50  to  $2  per  square  foot 
(concrete  floor),  or  1\  to  12  cents  per  cubic  foot,  ordinary  founda- 
tions. 

Fig.  c  illustrates  a  52-ft.  wide  freight  shed  with  platforms 
both  sides,  wood  floor  and  overhanging  roofs.  The  front  posts 
are  8"  X  10"  at  8-ft.  centers,  the  inner  posts  8"  X  10"  at  16-ft. 


370 


.LOCAL  SHEDS. 


___Jt«nd=GnHrel  Roof 
£*  2  x  10@  *  tt.  O'sjFg-x  10 : 


Ts' 


e'x  s" 


Fig.  b. 

a'«8'       /2^t^2^^1=^====£T.^GLBoards       Tarand  Gravel  Roof 

-3"xJ 
-IC^x-lfl" 


Fig.  c. 
Local  Freight  Sheds. 

centers.     The  doors  on  both  sides  are  placed   32-ft.   centers, 
and  are  hung  on  pulleys  and  weights  similar  to  the  English    , 
sash  windows,  so  as  to  slide  up.     The  balance  of  construction 
is  shown  on  the  sketch. 

Approximate  cost  complete.  —  75  cents  to  $1.25  per  square  foot 
of  building  or  3  cents  to  6  cents  per  cubic  foot  of  building,  ordi- 
nary post  foundation. 


WAY-FREIGHT  STATION.  371 

Freight  sheds,  50  cents  to  75  cents  per  square  foot.  When 
covering  a  large  area  with  suitable  ground,  so  that  the  floor 
rests  on  natural  soil,  construction  6"  X  8"  posts,  16-ft.  centers 
across  and  along  the  house,  the  posts  resting  on  cedar  sills. 

The  main  roof  beams  are  8"  X  10",  corbeled  over  the  posts 
and  bracketed  at  each  side,  the  rafters  2"  X  8"  at  2-ft.  centers, 
with  1"  X  2"  bridging,  |-in.  roof  boards  on  top,  and  finished 
with  tar  and  gravel  or  ready  roofing.  The  posts  are  held  cross- 
wise by  2"  X  4"  braces. 

The  floor  is  second  quality  hardwood  on  J-in.  rough  boards, 
with  tar  paper  between,  on  3  to  6-in.  flatted  cedar  sills  embedded 
in  the  ground. 

A  wood-built  wall  of  6-in.  cedar  posts  and  3-in.  planks  is 
made  along  the  track  sides.  The  doors  are  hung  on  a  double 
trolley  track  so  as  to  slide  past  each  other. 

Freight  shed,  75  to  100  cents  per  square  foot.  This  is  some- 
what similar  to  above,  excepting  that  the  floor  is  raised  about 
4  ft.  above  the  natural  ground. 

The  B.  &  O.  Freight  Shed,  Fig.  183,  is  a  convenient  type  of  shed 
to  attach  to  an  ordinary  way  station  where  the  business  is  too 
large  to  handle  in  conjunction  with  the  station.  The  sizes  of 
such  buildings  usually  vary  to  suit  conditions.  The  average 
width  is  20  ft.  and  the  length  may  be  20  ft.,  30  ft.,  or  40  ft.,  or 
more.  Where  conditions  are  favorable,  concrete  foundations 
are  built,  but  generally  wood  sill  or  wood  posts  are  used,  and 
the  balance  of  the  building  is  of  frame  construction.  The  floor 
joists  are  2"  X  12"  at  16-in.  centers,  covered  with  J  rough 
boards  and  finished  with  second  quality  maple  or  other  hard- 
wood. The  walls  are  of  2"  X  6"  studs  at  24  in.  centers,  double 
sheathed  on  the  outside  and  lined  inside  for  a  height  of  5  ft. 
The  roof  timbers  are  also  2"  X  6"  at  24  in.  centers,  covered 
with  T.  &  G.  boards  and  either  shingled  or  finished  in  slate  or 
ready  roofing. 

The  cost  of  this  class  of  building  is  approximately,  for  the 
various  sizes,  as  follows: 


Concrete 
foundation. 

Wood  foundation. 

20'  X  30'  without  platform 

$1200 

$950 

20'  X  40'  without  platform  
20'  X  50'  without  platform 

1600 
2000 

1250 
1600 

The  platform  may  be  estimated  at  30  cents  per  square  foot. 


372 


SMALL  FREIGHT  SHED. 


Galv.  Iron  Ridge 
&  Hip  Roll 


FRONT  ELEVATION 
TRACK  SIDE 


^Studs  2"x  6"-2i"C.L.  to  C.L. 


80x80  Sliding  Door 


To  be  lined  sVhigh  with 
1  Hemlock  or  Short  Leaf 
Yellow  Pine  D.I.S. 

8  VxsV  Sliding  Door. 
I 


ELEVATION 
Fig.  183.    B.  &  O.  R.  R.  20'  by  30'  Freight  Shed. 


C.   P.   R.   FREIGHT  SHEDS. 


373 


C.  P.  R.  standard  freight  sheds,  Figs.  184,  185  and  186  are  of 
flat  roof  construction  with  concrete  or  wood  foundation.  The 
shed  posts  are  8"  X  10"  at  16-ft.  centers,  resting  on  wood  or 
concrete  sills;  the  main  roof  beams  are  8"  X  14"  at  16-ft. 
centers  running  longitudinally,  supported  on  8"  X  10"  corbels, 
and  braced  with  6"  X--9"  struts.  The  roof  timbers  are  3"X  12" 
at  2  ft.  centers  and  it  will  be  noted  that  they  cantilever  7  ft. 
6  in.  over  the  first  row  of  posts  and  that  the  front  doors  and 
fanlights  are  hung  from  them.  The  doors  slide  in  two  separate . 
trolley  tracks  so  that  one  door  slides  past  the  other;  by  this 
arrangement  no  platform  is  necessary  alongside  the  track  as  the 
front  posts  are  far  enough  back  to  provide  ample  trucking 
room  and  one-half  of  the  entire  shed  can  be  opened  up  at  one 
time  if  desired. 

The  roof  timbers  are  covered  with  IJ-in.  T.  &  G.  boards  over 
which  is  nailed  a  layer  of  felt  paper  well  lapped;  a  finished  roof 
of  ordinary  tar  and  gravel  is  then  placed  on  top. 

The  floor  may  be  3"  X  12"  wood  joists  at  18-in.  centers 
covered  with  rough  boards  and  finished  with  hardwood  on  top, 
the  joists  resting  on  wood  sills,  or  the  portion  between  walls 
may  be  filled  and  the  floor  laid  on  ordinary  flatted  timbers,  or  a 
concrete  floor  4-in.  thick  finished  with  mastic  or  other  compo- 
sition may  be  used. 

The  cost  of  this  type  of  freight  shed,  per  square  foot  of  area, 
for  the  three  different  kirids  of  floor  specified  for  sheds  with 
continuous  doors,  and  sheds  with  platform  in  front  and  one 
door  to  each  bay,  is  about  as  follows: 


Freight  sheds  with  continuous  sliding  doors. 

Different  widths  of  sheds. 

30ft. 

40ft. 

50ft. 

Shed  with  wood  floor  on  joists  . 

Fig.  186. 
$1.60 

1.70 
1.90 

Fig.  184. 

$1.45 
1.55 
1.75 

Fig.  185. 

81.  35 
1.45 
1.65 

$1.25 
1.35 
1.55 

Shed  with  wood  floor  on  fill  

Shed  with  concrete  floor  on  fill  

Freight  sheds  with  platforms  in  front. 

Shed  with  wood  floor  on  joists 

$1.50 
1.60 
1.80 

$1.35 
1.45 
1.65 

Shed  with  wood  floor  on  fill  .  .                 

Shed  with  concrete  floor  on  fill  

374 


40  AND  50  FT.   SHEDS. 


[      PT    1      ' 


i  L_J  L_J  i.  _J  L_J  L 


Ufa's  14   Fender  TRACK  ELEVATION  "A" 

inH/     180  Jon« 


Fig.  184.     C.  P.  R.  40-ft.  Freight  Shed  without  Platform. 


/  X*        3  x  ifx.  29'0*@  2'0'Cw. 


Flashing  wlfli  Drip 


%"  2nd  quality  Maple 
/ 1  Tar  Paper,  XT^— I 

/  {  1"  T.  &  G.  Rough  Boards 


SECTION  A, 
WOOD  FLOOR  ON  JOISTS 


Fig.  185.     C.  P.  R.  50-ft.  Freight  Shed  without  Platform. 


30-FT.  SHED. 


375 


.ffll     ffi^ffia'"^fc.,.uuj 

.jMi__ i  111. I'll—    I'i! 


Note:-  Concrete  Foundation  Walls  to 
be  5'0'Ulow  grade  or  such 
extra  depth  necessary  to 
a  good  foundation 


Fig.  186.     C.  P.  R.  30-ft.  Freight  Shed  with  Platform. 


In  the  foregoing  illustration,  Fig.  186,  are  shown  three  types  of 
floors.  The  first  is  a  wooden  floor  supported  on  joists  and  run 
beams,  the  second  is  a  wooden  floor  on  a  fill,  and  the  third  is  a 
concrete  floor  on  a  fill.  The  concrete  or  filled  floor  should  only 
be  used  when  the  fill  is  good  and  solid;  where  there  is  a  doubt 
it  would  be  better  to  use  a  wooden  floor  with  a  maple  finish 
on  top. 


376  PLATFORMS. 

Station  and  Freight  Shed  Platforms. 

Platforms,  —  The  principal  platforms  built  on  the  railway  are 
those  used  at  passenger  and  freight  stations. 

The  low  platform,  that  is  a  platform  level  with  top  of  rail  or 
a  few  inches  above  top  of  rail  on  account  of  car  equipment 
clearance,  is  in  general  use;  with  a  higher  type  such  as  that 
shown  in  Fig.  189  for  use  in  third  rail  territory.  At  freight 
stations  the  platforms  are  invariably  high.  For  stations,  com- 
bining freight  and  passenger  service,  a  combination  of  high 
and  low  platforms  is  built  connecting  one  with  the  other  by 
ramps. 

At  low  platforms,  baggage  ramps  are  usually  built  at  either 
end  of  the  main  platform  so  as  to  facilitate  trucking  over  the 
tracks,  Fig.  188,  where  there  are  two  or  more  platforms,  or  in 
some  cases  one  crossing  ramp  is  made  about  the  center  of  the 
platform. 

The  clearance  from  gauge  side  of  rail  and  height  of  platform 
is  usually  governed  by  the  car  equipment  in  use  or  by  orders 
issued  by  the  Railway  Boards,  etc.  A  common  figure  is  to 
place  the  platform  2  ft.  6  in.  to  3  ft.  0  in.  from  gauge  line,  at  a 
height  of  5  to  12  in.  above  base  of  rail. 

The  Pennsylvania  clearance  for  passenger  platforms  is  2  ft. 
6  in.  from  gauge  line  and  6  in.  high  above  top  of  rail;  the  N.  Y. 
C.  &  H.  R.  R.  is  2  ft.  lOf  in.  from  gauge  and  12  in.  high  above 
base  of  rail  and  the  C.  P.  R.  3  ft.  from  gauge  and  5  in.  above 
top  of  rail. 

The  length  of  platforms  is  dependent  upon  .the  average  length 
of  the  regular  trains  stopping  at  the  station  and  the  amount 
of  passenger  business  transacted.  It  is  usual  to  keep  the  plat- 
form 12  to  20  ft.  wide  opposite  the  station  proper  and  then  to 
converge  to  8  or  12  ft.  on  either  side. 

It  is  considered  that  ample  and  conveniently  arranged  plat- 
forms, especially  when  covered  and  provided  with  benches,  will 
allow  of  a  smaller  accommodation  being  provided  inside  the 
passenger  station;  especially  would  this  be  the  case  for  suburban 
service  or  pleasure  resorts  where  large  crowds  are  handled. 


STATION   PLATFORMS. 


377 


Fig. 


4  Farm Ule  drain* 

SECTION 

187.     N.  Y.  C.  &  H.  R.  R.  R.  Concrete  Station  Platform. 


Station 

/ 

1           ^ 

22 

Platform 

2               Gravel 

I 

Gravel 

1 

w 

Platform 

Fig.  188.     C.  P.  R.  Station  Platform. 


378  COST  OF  PLATFORMS. 

Passenger  Platforms.  —  The  use  of  timber  for  station  platforms 
has  been  largely  superseded  by  permanent  material  such  as  brick, 
concrete,  asphalt,  cinders  with  a  coating  of  limestone  screening, 
tar,  macadam  and  other  compositions. 

Where  brick  or  other  surface  coatings  are  used,  it  is  generally 
necessary  to  build  a  concrete  base  and- concrete  or  stone  curbs 
at  the  edges,  providing  in  all  cases  good  drainage  if  the  best 
results  are  desired. 

The  cost  of  the  different  platforms  will  vary  according  to 
local  conditions,  etc.;  the  average  prices  for  estimating  pur- 
poses under  normal  conditions  are  as  follows: 

Cost  of  station  platforms. 

Per  Sq.  Ft. 

Wooden  platforms  on  sills 180  to  250 

Brick  (vitrified)  laid  flat  on  18-inch  cinder  bed  and  1-in. 

sand 25^  to  300 

Brick  (vitrified)  4-in.  concrete  base  and  cinder  fill 350  to  450 

Concrete  laid  on  cinder  fill 250  to  350 

Cinder  fill  2-in.  top  limestone  screenings 180  to  250 

The  above  figures  do  not  include  stone  or  concrete  curb.  A  6"  X  24" 
sandstone  or  concrete  curb  costs  from  500  to  $1.25  per  lineal  foot  in  place. 

The  brick  platform  is  said  to  have  a  better  footing  than  the 
concrete  type  especially  in  cold  climates  subject  to  snow  and 
frost.  With  permanent  material  water  drains  off  very  readily, 
usually  towards  the  track,  for  which  there  should  be  provided 
tile  or  other  pipe  at  the  bottom  of  the  curbing  to  take  care  of 
drainage. 

The  concrete  platforms,  Fig.  187,  N.  Y.  C.  &  H.  R.  R.  R., 
which  are  a  fair  average  for  this  class  of  work,  are  constructed  as 
follows : 

Platform  is  divided  into  blocks  of  not  more  than  40  sq.  ft. 
area. 

Curbs  are  constructed  adjacent  to  tracks  and  driveways  only. 

If  more  than  one  passenger  track  is  used,  a  12-ft.  0  in.  plat- 
form opposite  and  outside  of  additional  passenger  track  or  tracks 
is  provided. 

The  platform  work  is  kept  covered  and  moistened  for  one 
week  after  completion.  A  system  of  metal  reinforcement  is 
used  in  the  construction  of  the  platform  and  curbs. 

In  wet  ground  or  where  the  volume  of  drainage  is  large  a 
4-in.  farm  tile  drain  as  indicated  on  the  section  is  used  under 
the  curbs. 


Top  of  High  Passenger  Platform  ^ 


l    x" At  intersection  of  Plane  of 

L  Jf  _  Top  of  Rails  and  Face  of  Platform 

^Top  of  Rail 


"SECTION  THROUGH  PASSENGER  PLATFORM  (WOOD) 


PAVED  PASSENGER  PLATFORM 


At  Unimportant  Stations  Old  Timbers  should  be  used  Instead  of 
Stone  Curbing  and  Platforms  should  be  made  of  Stone  Screenings, 
Cinders  or  other  Suitable  Material. 


— a-a'lXii**   -v     »    •   # ••"  «.    «>«.-v-.       *  1UIU  I)  A.  o  t  ^-^Off  t  » 

TSfK 

*'  l\k^<v,^^j*^^^»V^ 


PAVED  BAGGAGE  PLATFORM 
W  idth  as  Required 


i  .  .  l   l   l.    .1 


Vitrified  Paving  Brick  to  be  Laid  Flat 
s4 


itp^Plates  Anchored  with  Masonry*^ 
nd  Rods  Covered  with  Screen 
.5*to  iSCinders  well  Rammed 


: 'Screenings.:: '.'•';••-";>' "•'';  /.'"•'  :     ••':':""..''.'••    "'Screening- 

SECTION  THROUGH  PAVED  PASSENGER  PLATFORM 
'< Width  as  Required H<- 


^-Vitrifled  Paving  Brick  to  be  Laid  on  Edge-^ 

,    I  II  I       V  ^2'of  Sanrl^^     /  Mil  III 


^S'rjV/--.JaVto  ^Cinders  well  RammSf^^^S^o 

»W-»&rM»a^i.5.-i.J-  •»^r*'e*-*r'jrf^=«w 


SECTION  THROUGH  PAVED  BAGGAGE  PLATFORM 

Fig.  189.     P.  R.  R.  Station  Platforms. 


380  LOW  PASSENGER  PLATFORMS. 

Platforms  are  usually  constructed  200  ft.  long. 

TABLE  OF  CONCRETE  PROPORTIONS. 


Class. 

Cement. 

Sand. 

Stone. 

"B"  
Finish  

1  part 
1  part 

3    parts 
1^  parts 

6  parts 
0 

At  Intersection  of  Plane  of 
Top  of  Rails  and  Face  of  Platf 


Fig.  190.     Height  and  Distance  from  Rail  for  Low  Passenger  Platforms  for 

Electrified  Track. 


FREIGHT  PLATFORMS.  381 

Freight  Platforms.  —  At  points  where  the  freight  shed  is  at 
one  end  of  the  station  building,  either  as  an  extension  or  a  sepa^ 
rate  building  on  the  main  line,  it  is  impossible  to  unload  car-load 
freight  or  heavy  machinery.  On  this  account  it  is  sometimes 
necessary  to  erect  unloading  platforms  on  the  siding  delivery 
track,  where  machinery  or  car-load  freight  can  be  handled. 

The  platforms  vary  in  width  from  8  to  24  ft.  or  more,  and 
should  not  be  less  than  a  car  length,  or  about  30  ft.,  with  a 
ramp  at  one  end,  Fig.  191. 

Approximate  cost.  —  The  cost  of  such  platforms  varies  from 
25  cents  to  50  cents  per  square  foot  erected  complete. 
Paving  Freight  Shed  Teamways. 

Approximate  cost.  —  Paving,  including  filling  excavation  and 
gutters  per  square  yard,  $2.25  to  $3.25.  Concrete  curbing  1  ft. 
wide  by  1  ft.  6  in.  deep,  per  lineal  foot  in  place,  60  cents  to  $1. 
12-inch  vitrified  tile  drain  pipe  in  place,  per  lineal  foot,  75  cents 
toll. 

Grading.  —  Roadway  excavated  or  filled  or  both  to  insure  a 
good  foundation  and  to  conform  with  subgrade. 

Excavate  for  the  curbing  to  such  depths  as  may  be  required  to 
properly  set  the  same  and  insert  a  bed  of  broken  stone  3  or  4  in. 
thick  before  concreting.  Fill  to  subgrade  with  good  gravel, 
thoroughly  pounded,  or  rolled,  and  water  if  necessary  before 
rolling,  all  soft  material  to  be  removed  before  filling,  surplus 
material  to  be  deposited  as  directed  or  removed. 

Paving.  —  Over  the  prepared  subgrade,  lay  a  bed  of  clean 
sharp  sand,  not  less  than  1J  in.  or  more  than  3  in.  thick,  well 
watered  and  rolled  to  a  hard  surface,  to  established  levels. 

Blocks  to  be  4J"  X  5J"  X  10"  to  15  in.  long  or  thereabout, 
free  from  cracks  or  defects,  laid  in  straight  lines  and  in  close  con- 
tact at  sides  and  ends,  to  break  joints  at  least  3  in.,  each  row 
tightened  from  end  to  end  before  closure  is  inserted;  the  whole 
when  laid  to  be  well  rammed  and  rolled  and  brought  to  a  true 
cross-section,  and  the  joints  filled  with  sand. 

Drainage.  —  12-in.  tile  pipe  connecting  with  manhole,  laid  to 
established  grades  with  cement  joints. 


382 


FREIGHT  PLATFORMS. 


Fir  Freight  Platforjms 
on  IMain  Running  Tracks 


Fo    Freight  and  Transfer 
i  of  Platform  >  P  atforms  on  Sidinj 


/Edge  of  High  Passenger  Platform 


ELEVATION 


Fig.  191.    P.  R.  R.  Standard  Section  through  Freight  and  Transfer 
Platform. 


LOADING  PLATFORMS.  383 

Loading  Platforms.  —  Two  types  of  grain  loading  platforms, 
as  used  by  the  C.  P.  R.  at  points  where  grain  is  shipped,  are 
shown,  Fig.  192.  It  will  be  noted  there  is  a  1  in  10  ascending 
grade  and  1  in  6  descending. 

The  filled  platform  with  a  retaining  wall  parallel  with  the 
track,  made  of  ties,  Is  the  cheaper  one  if  the  filling  can  be  ob- 
tained at  a  reasonable  rate.  Figuring  this  at  50  cents,  the  cost 
per  square  foot  would  be  about  15  cents. 

The  approximate  cost  of  filled  platform  as  shtfwn  would  be 
as  follows: 

180  track  ties,  8  ft.  long  @  75ff $135.00 

260  Ib.  iron  in  track  ties  @  5i 15.00 

400  cu.  yd.  fill  @  50£ 200.00 

Miscellaneous 35 . 00 

Total $385.00 

The  trestle  type  of  platform  is  more  expensive,  and  where 
traction  engines  are  used  for  hauling  the  3"  X  10"  joists  at  1  ft. 
9  in.  centers  should  be  increased  to  at  least  4"  X  10"  at  15  in. 
centers.  The  cost  of  this  type  of  platform  varies  from  50  to 
60  cents  per  square  foot. 

The  approximate  cost  of  timber  platform,  as  shown,  would  be 
as  follows: 

Timber,  19,000  F.  B.  M.  @  $40.00 $760.00 

Iron  in  timber,  1900  Ib.  @  5£ 95.00 

Filling,  50  cu.  yd.  @  75£ 37.00 

Miscellaneous 88.00 

Total $980.00 

Comparing  the  two  estimates  given  above,  the  filled  platform 
is  much  cheaper,  and  in  place  of  the  wooden  walls  a  similar  method 
of  cribbing  with  concrete  ties,  when  conditions  are  favorable,  would 
make  this  form  of  construction  much  more  permanent  than  the 
wooden  trestle. 


384 


LOADING  PLATFORMS. 


3  x  10  Joists  at  1  9  en. 


Note:-Good  second  hand  bridge 
timbere  if  available  may 
be  used. 


JL^-,,      ,  PLAN     ouci*.  ».- 

.5?S^i^g^^iT^ 3  €L* ''''•' 1V« 


N°u:«rrES 
susr&r*^ 


SECTION  A-A 


ON  SLOPES 


'  ^^^^        SKETCH  OF  BLOCKING 
DETAIL  AT  A  LU4DER  POSTS 


Fig.  192.     C.  P.  R.  Grain  Loading  Platforms. 


PLATFORM  SCALES. 


385 


Portable  Scales.  —  At  small  stations,  usually  portable  scales 
of  about  2000  Ib.  capacity  are  used  unless  there  is  considerable 
weighing  of  individual  baggage  when  a  stationary  scale  may 
be  necessary.  (Fig.  192a.) 

PORTABLE  PLATFORM  SCALE  WITH  DROP  LEVER 
CAPACITY  2000  LBS. 


Fig.  192a.    Portable  Platform  Scale  with  Drop  Lever. 

Electric  Motor  Trucks.  —  The  electric  motor  baggage  truck 
floor  is  about  30  in.  high  and  is  9  to  12  ft.  long,  and  about  44  in. 
wide.  A  modification  of  the  baggage  truck  has  a  floor  only  9  in. 
high  for  use  in  depressed  track  stations. 

Warehouse  trucks  have  a  depressed  portion  at  one  end  to 
facilitate  loading  and  delivery  of  the  load  into  the  end  of  a 
freight  car.  Height  10  in.,  width  about  40  in.  and  length  over  all 
about  9  ft. 

With  the  object  of  avoiding  entirely  the  necessity  for  turning 
around,  the  trucks  are  usually  constructed  with  double  end  con- 
trol, which  permits  of  operation  with  equal  facility  in  either 
direction. 

Space  required  to  turn  is  reduced  by  steering  four  wheels  in- 
stead of  two  and  operation  is  made  identical  in  either  direction 
and  eliminates  the  practice  of  running  two-wheel  steering  trucks 
backward. 

Sufficient  traction  for  all  ordinary  work  is  available  with 


386  STATION  AND  FREIGHT  SCALES. 

two-wheel  driving  and  therefore  four-wheel  driving  complica- 
tion is  avoided. 

The  voltage  adopted  on  the  Pennsylvania  was  24  volts  as  the 
minimum.  The  24-volt  battery  has  the  minimum  number  of 
cells  and  connectors  and  consequently  the  minimum  possibility 
of  jar  and  connector  breakage,  the  minimum  cost  per  unit  of 
capacity  and  weight  per  unit  of  capacity. 

It  is  not  customary  to  weigh  express  goods  on  trucks  nor 
commercial  express  excepting  when  there  is  a  considerable 
quantity. 

Capacity  4000  Ib.  as  a  maximum  with  a  50  per  cent  overload 
factor  that  can  be  handled  quickly  and  safely  in  congested  en- 
closures, in  consideration  of  the  absolute  necessity  of  quick 
stopping  and  position  control. 

High  speed  has  been  found  of  little  or  no  value  for  the  reason 
that  speed  is  limited  by  the  amount  of  congestion,  etc.,  and  is 
about  6  to  7  miles  per  hour  with  the  empty  truck  and  5  to  6 
miles  an  hour  loaded. 

Station  and  Freight  Scales.  —  The  average  distance  between 
center  of  wheels  of  an  ordinary  three-wheel  baggage  truck  is 
6  ft.  6  in.  to  8  ft.  6  in.  and  the  average  width  center  to  center 
of  tires  3  ft.  The  front  wheel  diameter  is  1  ft.  3  in.  and  the  rear 
wheel  1  ft.  11  in. 

The  average  distance  between  center  of  wheels  of  an  ordinary 
express  truck  is  6  ft.  6  in.  and  the  average  width  center  to  center 
of  tires  3  ft.  The  front  wheel  diameters  are  2  ft.  4  in.  and  the 
rear  wheel  2  ft.  6  in. 

To  accommodate  baggage,  express  and  freight  trucks  the 
C.  P.  R.  standard  3-ton  stationary  scale  platform  is  4'  6"  X  9', 
Fig.  193. 

The  cost  of  a  3-ton  dial  depot  scale  complete,  Fig.  193,  varies 
from  $350  to  $450;  an  average  estimate  of  work  is  as  follows: 

Excavation,  10  cu.  yd.  @  50^ $  5.00 

Concrete,  1.25  cu.  yd.  @  $10.00 12.50 

Lumber,  440  F.  B.  M.  @  $50.00 22.00 

2-9  in.  I  beams,  21  Ib.,  3  ft.  9  in.  long,  157  Ib.  @  6£      9 . 42 
Contingencies 5.08 

$  54.00 

Scale  irons  and  dial  case 346 . 00 

Erection 25 . 00 

Total .  $425.00 


STATION  AND  FREIGHT  SCALES. 


387 


•  Platform  «'<)*  long 


PLAN 


SKETCH  OF  DIAL  FACE 


15* 

Fairbanks 
Automatic 
Freight  Dial 

Back 


DEPOT  SCALE 
CAPACITY  3  TONS 


'^^^^»?^^^f^^^^^^>^^^. 

im^mm^mmmm^mmmm 

^^^?:^^^^^^^^^:^^^P^S^^SS^^^ 
^f^tJ^^^^B^iy^ff^^^^^^^^ 


ELEVATION 


Fig.  193.     Three-ton  Depot  Scale. 


388 


WAGON   SCALES. 


Wagon  Scales.  (Fig.  194.)  —  There  are  two  types  of  wagon 
scales  in  general  use.  One  is  known  as  the  Trussed  Lever  Pit 
Pattern  and  the  other  as  the  Suspension  Wagon  Scale.  The 
latter  is  a  little  more  expensive  than  the  former  for  the  scale 
irons.  Their  costs  are  about  as  follows: 

APPROXIMATE  COST  OF  WAGON  SCALES. 


Material. 

8'X14', 
10  ton. 

8'X14', 
15  ton. 

8'X22', 
20  ton. 

Scale  irons  platforms  

$175 

$200 

$300 

Pit  with  concrete  walls  and  floor.  .  . 
Timber,  frame  and  floor  over  scale 
Hardware  and  miscellaneous  

130 
50 
45 

130 
52 
43 

200 
82 
68 

Cost  in  place 

$400 

$425 

$650 

or  such  extra  depth, 
necessary  to  secure 
a  good  foundation. 


Fig.  194.    Ten-ton  Wagon  Scale. 


FREIGHT  YARD  CRANES. 


389 


Freight  Yard  Cranes.  —  Handling  heavy  machinery  and  other 
material  from  flat  cars  can  best  be  accomplished  with  power  by 
means  of  cranes  placed  straddling  one  or  two  tracks  and  a  team 
way  in  the  yard. 

A  40-ton  electric  freight  yard  crane  for  this  purpose  was 
erected  in  the  west  yard  of  the  N.  Y.,  N.  H.  &  H.,  in  Providence, 
R.  I.,  consisting  of  a  4-motor  electric  traveling  gantry  crane 
with  a  main  lift  of  40  tons,  and  a  higher  speed  auxiliary  hoist 
of  5  tons  capacity.  Span  center  to  center  of  runway  rails  55  ft. 
6  in.,  covering  a  wide  driveway  and  two  tracks,  range  of  crane 
travel  about  300  ft.  The  cost  of  the  crane  installed,  including 
foundations,  was  about  $14,000,  and  the  expense  of  operation 
is  about  $100  monthly. 

Yard  Crane  Traveling  Tower.  —  An  unusual  yard  crane  has 
recently  been  put  into  service  by  the  Cleveland  Railway  Co.  in 
its  new  Harvard  St.  yard,  to  handle  sand,  coal,  broken  stone, 
etc.,  from  and  to  storage  piles,  as  described  in  Eng.  News,  June 
15,  1916.  It  is  a  tower  crane  traveling  on  a  straight  track  and 
equipped  with  a  long  cantilever  jib  carrying  a  traversing  hoist 
from  which  a  grab  bucket  is  suspended. 

Fig.  194a  shows  the  structure  of  the  crane  quite  clearly  and 


Fig.  194a.     Traveling  Cantilever  Yard  Crane,  Cleveland  Railways  Co. 


390  FREIGHT  YARD  CRANES. 

gives  also  the  principal  dimensions.  The  tower  is  carried  by 
two  30-in.  rolled-steel  double-flanged  wheels  at  each  corner. 
The  axle  of  one  .wheel  of  each  pair  is  extended  to  take  a  bevel 
gear  driven  through  shaft  and  gear  connections  by  a  motor  just 
above  the  portal.  The  gear  shaft  nearest  the  motor  carries  a 
brake  wheel,  with  brake  shoes  pressed  against  the  wheel  by 
springs  and  released  by  compressed  air  when  the  crane  is  to  be 
moved. 

The  top  of  the  tower  carries  a  circular  girder  18  ft.  in  diam- 
eter, on  which  are  a  rail  and  a  rack  circle.  The  cantilever  is 
supported  at  four  points  on  the  rail  by  two  24-in.  rolled  steel 
wheels.  It  is  rotated  by  a  pinion  on  a  vertical  shaft  extending 
from  the  rack  up  to  the  motor  in  the  machinery  house  directly 
above.  A  manually  operated  brake  controls  the  rotation.  The 
trolley,  a  steel  frame  supported  by  four  16-in.  cast-steel  wheels, 
is  designed  for  handling  a  2j-yd.  grab  bucket,  maximum  load 
about  15,000  Ib.  There  are  two  20"  X  42"  drums  on  the  trolley, 
each  driven  by  a  geared  motor;  one  drum  handles  the  closing 
line  and  the  other  the  two  opening  lines  of  the  bucket.  The 
two  opening  lines  are  attached  to  the  bucket  by  an  equalizer 
that  holds  them  24  in.  apart.  Equalizers  at  the  ends  of  the 
trolley  frame  provide  attachment  for  two  pairs  of  ropes  parallel 
to  the  track,  leading  to  a  motor-driven  winding  drum  in  the 
machinery  house,  by  which  the  trolley  is  moved  back  and  forth 
along  the  cantilever. 

An  operators'  cab,  placed  just  under  the  cantilever  track  and 
in  front  of  the  tower,  contains  all  the  controllers.  This  house 
is  an  inclosure  of  asbestos-covered  corrugated  steel  on  a  steel 
frame.  The  floor  is  of  wood.  The  machinery  house,  on  top  of 
the  jib  framework,  containing  the  trolley  travel  and  the  rotating 
machinery  and  an  air  pump,  is  a  corrugated-iron  inclosure  on  a 
steel  frame  with  a  steel-plate  floor.  The  crane-travel  motor, 
over  the  portal,  is  protected  by  a  hinged  casing  over  the  motor 
and  brake  mechanism.  Similar  casing  is  provided  for  the  trolley 
hoist  motors. 

The  general  proportioning  of  the  crane  is  such  as  to  give  a 
factor  of  stability  of  2,  with  maximum  load  in  the  bucket.  The 
motor  equipment  includes  two  40-hp.  motors  on  the  trolley,  a 
10-hp.  motor  for  the  trolley  travel;  a  40-hp.  motor  for  rotation 


TRACK  SCALES.  391 

and  a  40-hp.  motor  for  the  crane  travel,  all  series  wound.  The 
hoist  motors  have  disk  magnetic  brakes  and  are  governed  by 
magnetic  control  with  dynamic  braking;  the  other  motors  are 
handled  by  drum  controllers. 

The  speeds  of  the  rnachine  are  160  ft.  per  min.  hoist  speed  at 
maximum  load;  trolley  travel,  300  ft.  per  min.;  crane  travel, 
100  to  125  ft.  per  min.;  rotation,  2  r.p.m. 

Track  Scales.  —  The  track  scale  is  not  directly  a  revenue 
producer,  but  since  weight  is  the  basis  of  freight  revenue,  it  is 
evident  that  the  construction,  installation  and  maintenance  of 
scales  is  of  great  importance. 

To  keep  pace  with  the  rapid  increase  in  the  weight  of  cars 
and  the  paramount  need  of  accurate  results,  track  scales,  for 
railway  purposes,  have  received  considerable  attention  and  study 
on  the  part  of  the  railway  officials  and  the  manufacturers  during 
the  past  few  years. 

It  is  recognized  that  there  are  some  essential  features  which 
must  be  obtained  before  the  desired  results  can  be  achieved  in 
scale  weighing;  some  of  these  are  as  follows: 

A  rigid  frame  to  support  the  track  that  will  be  strong  enough 
to  carry  the  load  without  appreciable  deflection. 

The  scale  irons  must  be  of  adequate  construction  so  designed 
that  the  working  unit  stresses  shall  be  as  low  as  possible. 

The  scales  must  be  so  anchored  as  to  prevent  undue  motion 
on  the  knife  edges. 

The  use  of  bridge  rails  or  extension  ends  at  either  end  of  the 
scale  to  transmit  the  load  onto  the  scale  gradually,  without 
hammer  or  shock. 

Track  scales  can  be  secured  up  to  and  including  400-ton 
capacity,  but  makers  prefer  when  the  weighing  is  over  150  tons 
to  make  each  scale  a  special  study. 

The  scales  are  usually  placed  between  the  receiving  and  sep- 
arating yards,  or  on  one  side  of  the  main  yard,  parallel  with  and 
next  to  the  switching  track  convenient  to  the  main  line. 

With  the  introduction  of  the  steel  car  the  use  of  wooden 
stringers  for  supporting  scale  platform  has  been  virtually  aban- 
doned, having  been  replaced  very  largely  by  all-metal  con- 
struction. 


392 


TRACK  SCALES. 


Track  Scales,  Lake  Erie.  —  The  dead  rails  are  supported  in- 
dependent of  the  weighing  mechanism  on  steel,  12-in.  40-lb. 
I-beams  framed  to  cross  girders.  The  main  line  rail  girders  are 
24-in.  80-lb.  I-beams,  on  which  rest  the  cast  pedestals  that 
support  the  double  rail  beam  track. 

The  main  levers  are  of  cast  iron  with  12-in.  load  and  fulcrum 
pivots  and  4|-in.  tip  pivots. 

The  main  lever  stands  are  placed  directly  on  concrete  founda- 
tion. The  pit  is  large  and  is  entered  by  a  stairway  from  the 
scale  office.  The  weighing  beam  is  graduated  by  20  Ib.  up  to 
2000  lb.;  with  50  Ib.  poise.  Deck  is  built  of  steel  plates  resting 
on  the  walls  of  the  pit  rather  than  on  the  scale  itself. 

C.  P.  R.  Track  Scale.  —  Figs.  195  and  196  are  known  as  the 
extra  heavy  type  100  and  150-ton  capacity  steel  frame.  The 
scale  is  constructed  on  a  system  in  which  a  series  of  transverse 


Fig.  195.     Cross  Section,  C.  P.  R.  Track  Scale. 

or  main  levers  transmit  the  load  to  a  line  of  longitudinal  exten- 
sion levers,  which  in  turn  transmit  to  the  5th  lever  and  thence 
to  the  weighing  beam.  The  main  lever  stands  are  set  directly 
on  the  concrete  foundation;  the  scale  is  equipped  with  steel 
transverse  girders  to  support  the  dead  rail  so  that  the  traffic 
over  them  in  no  way  affects  the  weighing  mechanism.  The 
scale  may  be  built  level  or  on  a  0.75  per  cent  grade  if  motion 
weighing  is  desired. 

The  foundations  are  of  concrete  and  the  main  girders  of  steel; 
the  main  levers  are  of  cast  steel  and  the  pivots  and  bearings  of 


TRACK  SCALES. 


393 


394  COST  OF  TRACK  SCALE. 

special  alloy  steel  and  the  weighing  beam  close  grained  cast 
iron.  The  deck  is  constructed  of  two  thicknesses  of  If -in. 
yellow  pine,  T.  &  G.  planking,  with  a  thickness  of  tar  paper 
between  layers. 

The  cost  of  the  100-ton  track  scale  with  42-ft.  platform  is 
estimated  at  $3750  and  the  150-ton  track  scale  with  50-ft.  plat- 
form at  $8500.  The  various  items  from  which  the  totals  are 
arrived  at  are  given  below. 

The  following  is  an  itemized  estimate  of  the  C.  P.  R.  standard 
100-ton  track  scale',  extra  heavy  steel  frame  with  62-ft.  pit  and 
approach  walls  and  42-ft.  weighing  platform,  no  dead  rail: 

Excavation  and  backfill,  210  cu.  yd.  @  75ff $  157.50 

Concrete  foundation 888 . 00 

Cinder  filling 5.00 

Cement  floor 35 . 00 

Lumber 105 . 00 

One  set  100-ton  scale  irons 1100.00 

Steel  frame  for  scale  irons  (10,250  Ib.)  @  Q£ 615 . 00 

Labor  erecting  scales 200 . 00 

Drainage 100.00 

Painting 10.00 

Freight,  say 100 .00 

General  hardware 5 . 00 

Rail  and  fastening  for  66  ft.  of  85-lb.  track 75.00 

$3395.50 

Supervision  and  contingencies 354. 50 

Total $3750.50 

The  150-ton  track  scale  is  of  very  much  heavier  construction 
and  has  a  pit  56  ft.  by  10J  ft.  and  a  weighing  platform  of  50  ft. 
The  following  is  an  itemized  estimate: 

Excavation  and  backfill,  300  cu.  yd.  @  75£ $  225 . 00 

Concrete,  134  cu.  yd.  @  $10.00 1340.00 

Cinder  filling 7.00 

Cement  floor 50.00 

Lumber,  5000  F.  B.  M.  @  $50  per  M 250.00 

Set  150-ton  scale  irons 2100 . 00 

Steel  frame  for  scale  irons,  47,462  Ib.  @  6£ 2848.00 

Labor  erecting  scales 250 . 00 

Drainage 100.00 

Freight 100.00 

Rails,  fastenings  and  switches 400 . 00 

Painting 10.00 

General  hardware 100 . 00 

$7780.00 

Supervision  and  contingencies 720 . 00 

Total..  $8500.00 


SCALE  HOUSES. 


395 


Scale  Houses.  —  Scale  houses  are  usually  constructed  at  track 
scales  for  proper  housing  and  protection  of  scale  beam  and  pro- 
tection of  weigh  master,  and  where  scale  houses  are  not  pro- 
vided it  is  usual  to  box  in  the  scale  beam. 

A  C.  P.  R.  shelter  or  scale  house  is  shown,  Fig.  197,  constructed 
as  follows: 


Tar  and  Gravel  Roof 

tf'Roof  Boards  I          5",,"^ 

'  2'5"Center8 


SECTION  ON  LINE  A-B 


%'Tonpued  &  Grooved  CD 

V  jointed  Boarding  \  ^r  4  Studs 


PLAN 

Fig.  197.     Scale  Shelter 


396  ICE  HOUSES. 

The  house  itself  rests  partly  on  the  pit  walls  so  that  there  is 
little  or  no  foundation  to  be  provided.  The  ground  sills  are  of 
6-in.  flattened  cedar,  and  the  studs  2"  X  4";  the  joists  are  also 
2"  X  4"  including  the  rafters.  The  floor  is  built  of  f-in.  T.  & 
G.  rough  boards  with  f-in.  dressed  narrow  flooring  on  top  and 
a  layer  of  building  paper  between.  The  roof  is  also  double 
boarded  and  finished  on  top  with  tar  and  gravel  or  composition 
roofing.  The  interior  is  sheathed  throughout  with  f  narrow 
boards  and  the  exterior  is  covered  with  novelty  sheathing  or 
siding  boards.  A  small  coal  bin  and  chimney  are  provided. 

The  estimated  cost  of  the  scale  house  is  as  follows: 

Timber,  1300  F.  B.  M.  @  40^. .  $  52.00 

Millwork 28.00 

Hardware : 3 . 00 

Roofing  and  eaves 42 . 00 

Painting,  etc 25.00 

Total $150.00 

Ice  Houses. 

Ice  houses  are  generally  framed  structures  built  by  the  rail- 
way company  to  store  ice  at  divisional,  terminal,  and  other 
points  convenient  for  storage  and  supply.  The  houses  are 
stocked  in  winter,  and  the  ice  used  for  drinking  purposes,  etc.,  in 
office,  car,  freight,  and  general  service. 

For  office  and  car  service  the  ice  is  washed  and  broken  up  in 
the  ice  house,  and  trucked  to  the  cars,  etc.  For  refrigerator 
freight  service  a  siding  is  generally  placed  close  to  the  ice  house, 
with  an  elevated  platform  running  alongside,  from  which  the  ice 
is  handled  from  house  to  car  by  trucks. 

Ice-handling  machinery  for  storing  and  handling  blocks  of  ice 
either  into  or  out  of  storage  consists,  if  the  quantity  is  small, 
of  adjustable  tackle  hung  from  beams  projecting  over  the  doors, 
the  doors  being  arranged  in  tiers  to  facilitate  the  handling  of 
ice  at  different  levels;  when  large  quantities  are  handled,  ele- 
vating and  lowering  machines  on  the  endless  chain,  pneumatic, 
or  brake  principle  are  used  which  automatically  dump  the  blocks 
at  any  level  desired. 

In  estimating  the  capacity  of  ice  houses,  the  height  of  storage 
is  usually  reckoned  to  the  eaves,  and  a  ton  of  ice  will  occupy 
from  40  to  45  cu.  ft.  of  space. 


COST  OE  ICE  HOUSES.  397 

Construction.  —  To  avoid  shrinkage  as  much  as  possible,  stone 
or  concrete  foundations  should  be  used  for  the  outer  walls; 
ordinary  wood  sill  foundation  is  not  sufficient  to  prevent  heat 
penetrating  through  the  outside  ground  to  the  floor  in  summer. 

The  outer  walls  and  roof  should  be  insulated  with  at  least  three 
coverings  of  board  and*  two  air  spaces,  and  a  vent  should  extend 
the  full  length  of  roof. 

The  house  should  be  divided  up  into  a  number  of  compart- 
ments, the  cross  partitions  serving  to  tie  in  the  main  walls  in- 
stead of  iron  rods;  it  also  serves  to  lessen  the  exposure  of  ice  to 
warm  air  when  ice  is  going  out;  it  divides  the  house  into  so 
many  units,  and  one  unit  only  is  exposed  when  handling. 

The  floor  should  slope  slightly  both  ways  to  the  center  of  the 
house  and  be  well  drained,  the  drain  having  a  water  seal  and 
vent  when  possible. 

Cutting,  Storing,  and  Handling.  —  No  doubt  the  method  of 
cutting,  storing,  and  handling  the  ice  has  a  great  deal  to  do  with 
obtaining  results.  Outer  doors  should  be  used  only  when  filling 
the  house,  and  inner  doors  for  removing;  working  always  to 
one  main  outlet  rather  than  to  a  series  of  outlets.  All  ice  should 
have  snow  caps  planed  off  before  storing,  and  the  blocks  cut  to 
a  size  easily  handled;  100  Ib.  or  thereabout,  10  to  14  in.  thick,  is 
recommended. 

When  storing,  a  space  should  be  left  all  around  each  block,  so 
that  it  may  not  be  necessary  to  hack  and  break  the  ice  too  much 
when  removing.  For  quick  and  easy  handling  ice  machines 
should  be  used  rather  than  slides  or  block  tackle,  to  avoid  waste 
and  to  deliver  the  ice  in  good  condition. 

Cost.  —  Ordinary  frame  structures,  cedar  sill  foundation,  insu- 
lated walls,  two  air  spaces  and  three  boards,  insulated  partitions 
and  roof  with  louver  ventilators,  and  1-in.  rough  hemlock  board 
floor,  on  a  cinder  bed  as  per  Fig.  198,  will  cost  approximately  $3 
to  $4.50  per  ton  capacity,  or  7  to  10  cents  per  cubic  foot. 


1*  Floor 


Cinders 

SECTION 


(398) 


ELEVATION 


PLAN 

Fig.  19& 


SMALL  JCE  HOUSES.  399 

APPROXIMATE  COST  OF  VARIOUS  SIZES  OF  ICE  HOUSES. 


Wood 
founda- 
tions. 

Masonry 
founda- 
tions. 

250-ton  ice  house  24  feet  wide  by  36  feet  long  by  18  feet 
high  to  eaves  

1950 

$1,300 

500-ton  ice  house  24  feet  wide  by  72  feet  long  by  18  feet 
high  to  eaves 

1850 

2,500 

1000-ton  ice  house  30  feet  wide  by  84  feet  long  by  20  feet 
high  to  eaves 

3350 

4,000 

2000-ton  ice  house  30  feet  wide  by  168  feet  long  by  20 
feet  high  to  eaves  

6650 

7,800 

3000-ton  ice  house  30  feet  wide  by  252  feet  long  by  20 
feet  high  to  eaves  

9950 

11,500 

APPROXIMATE  ESTIMATE  FOR  A  250-TON  ICE  HOUSE.     (Fig.  198.) 


Quantities. 

Mate- 
rial. 

Labor. 

Total 
unit. 

Cost. 

$700.00 
35.00 
40.00 
74.00 
18.00 

20,000  ft.  B.  M.  lumber,  per  thousand  

$18.00 
25.00 
25.00 
34.00 

$17.00 
10.00 
15.00 
40.00 

$35.00 

Doors  

Hardware  
Paint  

Cinders  and  drain 

Supervision  and  contingencies  

$867.00 
83.00 

If  masonry  foundation,  add  

$950.00 
350.00 

Total 

$1300.00 

Small  Ice  Houses  on  the  N.  Y.  C.  &  H.  R.  R.  —  The  ice  houses 
at  North  Rose  and  Model  City  represent  houses  of  smaller 
capacity  than  have  been  built  recently.  The  size  of  rooms  is 
48'  X  28'  X  24'  high  with  a  capacity  of  735  tons.  Some  of  the 
houses  are  33'  X  32'  X  24'  high  with  a  capacity  of  500  tons. 

The  foundations  are  posts,  or  they  may  be  old  bridge  ties,  but 
concrete  is  sometimes  used  and  is  preferable.  The  floors  are 
of  2-in.  hemlock  plank  on  18  in.  of  cinders.  Plank  should  be 
spiked  to  the  cedar  sleepers  for  which  old  bridge  stringers  or 
old  car  sills  may  be  used. 

Beginning  at  the  outside,  the  walls  consist  of  siding,  sheathing 
paper,  a  2-in.  air  space,  sheathing  paper,  1-in.  hemlock,  an  8-in. 
air  space,  1-in.  hemlock,  sheathing  paper,  a  2-in.  air  space. 


400  SMALL  ICE  HOUSES. 

sheathing  paper  and  1-in.  hemlock.  In  some  cases  the  larger 
air  space  is  empty,  and  in  others  it  is  filled  with  shavings.  The 
outside  2-in.  air  space  is  ventilated.  The  partitions  consist  of 
studding  sheathed  with  1-in.  hemlock,  leaving  a  10-in.  space 
which  is  filled  with  shavings  or  sawdust  if  desired.  The  ceiling 
is  built  with  rafters  ceiled  on  the  under  side,  or  ceiling  joists 
ceiled  on  top.  In  some  cases  the  latter  is  covered  with  14  in. 
of  shavings  or  sawdust,  and  in  other  cases  not.  In  the  Pennsyl- 
vania division  houses  no  ceiling  was  placed,  but  the  roof  was 
insulated  by  one-ply  tar  paper  and  ceiling  on  the  under  side  of 
the  rafters,  while  the  space  to  the  top  of  rafters  was  filled  with 
shavings  and  then  tongue-and-groove  roof  sheeting,  finished 
with  some  type  of  prepared  felt  roofing.  The  space  under  the 
roof  in  all  houses  is  well  ventilated,  in  the  cheaper  houses  by 
louvers  in  each  end,  and  in  the  better  houses  by  6'  X  8'  venti- 
lators along  the  roof,  and  by  doors  or  louvers  in  each  end  of  the 
house. 

On  the  latest  houses  the  platforms  are  6  ft.  wide,  and  are 
supported  by  brackets  on  the  side  of  the  house.  On  the  Penn- 
sylvania division  houses  the  platforms  are  4  ft.  8  in.  wide,  and 
are  supported  by  piers.  No  conveyors  are  used  on  the  smaller 
houses.  Elevators  operated  by  steam  or  electricity  are  used. 
The  gig  used  on  the  St.  Lawrence  division  will  handle  four 
cakes  per  minute;  most  of  the  installations  will  handle  about 
two  cakes  per  minute.  Natural  ice  exclusively  is  handled  and 
stored.  The  standard  size  of  cakes  is  22"  X  32"  X  10  to  24" 
thick.  No  standard  is  adopted,  but  ice  is  stored  flat  in  most 
houses  and  as  compact  as  possible.  A  cavity  of  6  or  8  in.  is 
left  between  the  ice  and  the  wall,  while  the  space  between  the 
ice  and  the  ceiling  is  2  to  3  ft.  A  heavy  covering  of  sawdust  is 
placed  on  top  of  the  ice,  and  sometimes  between  the  ice  and  the 
wall.  Swamp  hay  is  preferable  to  sawdust.  Nothing  of  any 
kind  is  used  between  layers. 

No  standard  method  is  adopted  in  removing  the  ice.  In 
some  cases  it  is  lowered  in  all  rooms  uniformly,  and  in  others 
one  room  is  emptied  before  working  another. 

In  some  cases  seepage  is  found  to  be  entirely  sufficient  to  pro- 
vide drainage.  In  others  blind  drains  or  tile  drains  are  provided, 
but  they  are  arranged  so  that  air  currents  cannot  enter  the  house. 


ICE  STORAGE  HOUSES.  401 

In  some  cases  the  floor  is  placed  a  little  higher  than  the  adjacent 
ground.  The  sub-grade  of  the  floor  should  be  sloped  %  in.  in 
1  ft.  to  carry  the  water  to  the  center. 

The  shrinkage  is  estimated  at  about  10  to  12  per  cent.  At 
some  houses  where  cars  are  iced  daily  with  ice  brought  to  the 
platforms  some  time -in  advance,  the  loss  may  reach  as  high  as 
40  per  cent. 

Cost.  —  Two  houses,  built  for  North  Rose  and  Model  City, 
cost  as  follows: 

2200  tons  capacity;  total  cost  $5538,  or  $2.51  per  ton. 

2200  tons  capacity;  total  cost,  $4730,  or  $2.14  per  ton. 

The  following  data  apply  to  two  houses  built  on  the  St.  Law- 
rence division  in  1912  and  1913: 

1500  tons  capacity;  total  cost,  $5742,  or  $3.83  per  ton. 

1500  tons  capacity;  total  cost,  $5092,  or  $3.39  per  ton. 

Ice  Storage  Houses  on  the  N.  Y.  C.  &  H.  R.  R.  —  The  three 
best  equipped  houses  are  fairly  uniform  in  construction  but  vary 
in  size.  These  houses  are  60  ft.  wide,  and  120  to  240  ft.  long. 
They  are  located  so  that  additional  rooms  can  be  added  in  the 
future.  The  inside  dimensions  of  the  bays  are  38'  9"  X  57'  6" 
X  36'  high  with  a  capacity  of  1700  tons  each. 

The  foundation  and  partition  walls  are  of  concrete.  The 
foundations  under  the  floors  consist  of  12  in.  of  cinders,  well 
tamped. 

The  floors  are  of  2-in.  plank  spiked  to  sleepers  for  which  old 
8'  X  10'  bridge  ties,  old  car  sills  or  other  timbers  may  be  used. 
There  has  never  been  any  insulation  other  than  the  foundation 
of  cinders,  and  it  is  not  thought  essential  if  proper  foundation 
walls  are  used. 

Beginning  at  the  outside  the  walls  and  partitions  consist  of: 
siding,  sheathing  paper,  2-in.  live  air  space,  sheathing  paper, 
1-in.  hemlock,  10-in.  air  space,  1-in.  hemlock,  sheathing  paper, 
2-in.  air  space,  sheathing  paper  and  1-in.  hemlock.  The  stand- 
ard construction  up  to  1913  called  for  sawdust  or  shavings  to 
be  used  in  the  exterior  walls  of  houses,  but  during  the  last  two 
or  three  years  nothing  has  been  used  between  studding  in  the 
10-in.  space.  The  2-in  outside  air  space  has  an  opening  back  of 
the  water  table  which  extends  the  entire  height  to  about  8  ft. 
up  to  the  rafters  and  opens  into  the  attic.  Interior  oartitions 


402  ICE  STORAGE  HOUSES. 

are  of  1-in.  sheathing  on  each  side  of  the  studding  giving  a  10-in. 
air  space.     No  paper  is  used. 

The  ceiling  is  entirely  floored  over,  and  18  to  24  in.  of  shavings 
are  placed  on  the  top.  Experience  seems  to  question  the  advis- 
ability of  this  plan  for  several  reasons:  (1)  Floor  joists  and 
flooring  rot  out  in  about  six  years,  and  renewals  are  very  ex- 
pensive: (2)  much  space  is  lost  because  .workmen  cannot  pack 
ice  within  3  ft.  of  the  ceiling,  thus  necessitating  a  house  3  ft. 
higher  than  would  otherwise  be  the  case  for  a  given  tonnage: 
and  (3)  ice  would  really  keep  better  if  the  ceiling  were  omitted 
and  the  roof  insulated  instead,  and  the  ice  covered  with  12  in. 
of  swamp  hay.  Under  this  plan  it  is  believed  the  shrinkage 
would  be  much  less. 

The  attic  and  roof  are  well  aired  by  large  ventilators  set  on 
the  ridge  of  the  roof,  and  by  a  door  at  each  end  of  the  house. 
The  gable  roof  is  ceiled  on  the  under  side  of  the  rafters  to  a  point 
where  the  distance  from  the  attic  floor  to  the  roof  is  2  ft.  In 
case  the  ceiling  of  the  house  is  omitted  the  under  side  of  the 
rafters  should  be  entirely  ceiled  and  the  space  filled  with  shavings. 
A  ventilator  should  be  placed  over  each  bay. 

The  doors  are  9  in.  thick  with  a  clear  width  of  3  ft.  6  in.;  they 
contain  one  air  space  and  one  space  filled  with  shavings. 

A  platform  is  suspended  against  one  or  both  sides  of  the  house 
carrying  an  endless  chain  conveyor,  which  is  lowered  or  raised 
according  to  the  height  of  the  ice  in  the  rooms  being  worked. 
A  long  platform  14  ft.  6  in.  above  the  base  of  rail  is  provided 
for  icing  cars,  and  the  short  platform  below  is  for  filling  the 
house. 

The  "  Gifford-Wood  "  conveyors  are  used,  the  motive  power 
being  electricity.  The  conveyor  on  a  suspended  gallery  is  re- 
versible to  fill  or  empty  the  house.  Where  the  conveyor  of  the 
suspended  gallery  joins  the  icing  platform,  men  are  stationed 
to  push  the  cakes  to  conveyors  running  each  way  along  the 
platform  along  that  point.  From  5  cakes  per  minute  for  the 
oldest  house  of  this  type  to  12  cakes  for  the  newest  can  be 
handled.  From  25  to  30  cars  per  day  can  be  stowed  with  a 
force  of  45  men.  The  ice  averages  25  to  28  tons  per  car.  All 
ice  comes  by  railroad  and  is  packed  as  closely  as  possible.  The 
standard  size  of  cakes  is  22"  X  32"  X  12  to  24"  thick.  A 


COST  — ICE  STORAGE  HOUSES.  403 

thickness  of  12  in.  is  preferred,  as  handling  24-in.  ice  costs  more 
in  the  end.  The  ice  comes  out  better  and  with  less  breakage 
when  stored  on  edge,  but  it  can  be  more  easily  and  quickly 
packed  when  laid  flat.  The  practice  in  this  respect  is  not 
uniform.  The  cakes  are  placed  in  contact  as  solidly  as  possible. 
No  space  between  the  ice  and  the  wall  is  necessary  with  houses 
of  this  design. 

The  space  between  the  ice  and  the  ceiling  is  3  to  4  ft.  because 
it  is  impossible  to  work  in  less  space.  The  ceiling  may  well  be 
omitted  to  avoid  this.  No  insulation  for  the  ice  is  provided. 
No  wood  is  used  between  layers  for  natural  ice,  but  this  is 
necessary  for  artificial  ice  to  prevent  freezing  together. 

No  sawdust  is  placed  between  layers.  At  railroad  houses 
ice  is  not  well  cleaned  when  removed,  and  the  sawdust  makes  a 
bad  mess.  In  refrigerator  cars  it  causes  trouble  by  clogging 
the  drip  pipes.  Cork  is  too  expensive,  in  addition  to  its  being 
a  nuisance  like  sawdust.  If  the  construction  of  the  house  re- 
quires a  covering,  swamp  hay  is  the  best  material  as  it  can  be 
used  several  times.  The  top  layer  of  ice  is  always  covered,  and 
it  is  not  as  dirty  as  sawdust  and  shavings.  There  is  no  differ- 
ence in  methods  of  handling  for  a  short  busy  season  and  a  long 
slow  one  for  conditions  which  vary  from  a  few  cars  per  day  in 
the  spring  and  summer  to  200  cars  per  day  in  the  fruit  season. 

The  sub-grade  and  floor  of  each  room  are  sloped  \  in.  per  foot 
to  the  center.  A  6-in.  tile  drain  is  provided  for  each  room 
extending  from  the  catch  basin  at  the  bottom  of  the  cinders. 
In  a  good  percolating  soil,  however,  a  drain  is  not  necessary. 
There  must  be  a  trap  in  the  drain  to  prevent  the  entrance  of  air. 

For  houses  kept  closed  the  shrinkage  will  average  15  per  cent; 
with  doors  open  more  or  less  of  the  time  this  will  amount  to 
25  per  cent;  doors  open  most  of  the  time  will  result  in  a  loss 
of  50  per  cent  or  more.  With  doors  carefully  supervised  and 
good  swamp  hay  covering,  shrinkage  should  not  exceed  10  or 
15  per  cent.  Ice  is  drawn  before  or  after  arrival  of  trains  de- 
pending on  operating  conditions.  In  busy  times  conveyors  are 
constantly  at  work. 

Cost.  —  The  cost  of  the  69'  X  240'  house,  with  six  rows  and 
a  capacity  of  10,000  tons,  including  platforms  and  machinery 
(but  not  tracks)  at  Rochester,  built  in  1913,  was  $60,000  or  $6 


404  CONCRETE  ICE  HOUSE. 

per  ton.  The  house  at  Oswego,  built  in  1913,  60'  X  120'  with 
three  rooms  and  a  capacity  of  5000  tons,  cost  $25,177  or  $5.05 
per  ton.  The  former  has  very  long  platforms,  with  a  total 
length  of  1800  ft.  extending  beyond  the  end  of  the  house  on 
each  side.  The  latter  house  has  shorter  platforms,  with  a  total 
length  of  1500  ft.  on  one  side  only,  thus  having  only  half  the 
outfit  of  motor  and  hoisting  machinery,  and  a  little  more  than 
one-fourth  of  the  conveyor  chain. 

Concrete  Ice  House  on  the  Northern  Pacific.  —  The  North- 
ern Pacific  ice  house  at  Pasco  is  483  ft.  long,  94  ft.  6  in.  wide 
and  41  ft.  10  in.  high  to  the  roof  and  has  a  storage  capacity  of 
30,000  tons.  (Fig.  199.) 

It  is  divided  into  12  bays  by  insulated  walls.  The  main 
walls  and  partitions  consist  of  two  4-in.  concrete  reinforced 
walls  cast  with  a  10-in.  space  between  them,  which  is  filled 
with  fine  regranulated  cork  for  insulation. 

The  floor  is  made  of  4-in.  reinforced  concrete  laid  on  16  in.  of 
cinders  well  tamped  for  insulation  and  drained.  The  floor  is 
sloped  from  all  four  sides  to  the  center  of  each  bay  to  provide 
drainage  and  give  the  ice  a  tendency  to  tip  away  from  the  walls. 
On  the  inside  of  all  walls,  2"  X  4"  timbers,  2  ft.  6-in.  centers, 
are  bolted  vertically  and  1"  X  4"  beveled  boards  nailed  horizon- 
tally to  keep  ice  and  drippings  away  from  walls. 

The  ceiling  is  of  the  beam  and  slab  type,  reinforced  concrete 
4-in.  thick.  On  top  of  ceiling  slab  2"  X  6"  timbers  are  placed 
3-ft.  centers  and  the  space  between  is  filled  with  fine  regranu- 
lated cork  giving  6-in.  of  insulation,  f-in.  boards  are  nailed  to 
the  2"  X  6"  and  covered  with  two  layers  of  oil  paper,  on  top 
of  which  is  placed  1J  in.  cement  mortar  reinforced  with  wire 
netting. 

The  roof  is  of  reinforced  concrete  supported  on  Warren  roof 
trusses  and  covered  with  tar  and  gravel. 

The  cupolas  built  along  the  center  of  the  building  are  pro- 
vided for  ice  chutes  and  elevator  machinery.  The  frame  is  of 
steel  and  the  walls  of  hard  burned  tile  in  cement  mortar,  except- 
ing the  parts  carrying  the  elevator  machinery  which  is  of  hard 
burned  brick.  The  roof  is  of  reinforced  concrete  similar  to  the 
main  roof. 

Each  bay  is  provided  with  an  elevator,  2000  Ib.  capacity, 


CONCRETE  ICE  HOUSE. 


405 


406  COST  OF  ICE  HOUSES. 

operated  by  an  electric  hoist  and  is  constructed  of  steel  and  de- 
signed to  unload  ice  automatically  into  the  chute  at  the  top  of 
the  building.  One  door  is  provided  for  each  bay  for  filling 
purposes;  each  division  wall  has  a  door  3  ft.  wide  by  20  ft.  high 
located  about  the  center.  The  outside  doors  are  double  and 
are  made  of  four  thicknesses  of  f-in.  boards  —  two  on  the  in- 
side and  two  on  the  outside,  with  2|  in.  air  space  between. 
Two  layers  of  waterproof  paper  are  laid  between  the  boards. 
The  doors  are  hung  on  heavy  strap  iron  combination  hasps  and 
hinges,  and  all  edges  covered  with  rubber  canvas  TV  in.  thick  on 
a  cushion  of  hair.  The  outside  of  the  doors  is  covered  with 
galvanized  steel. 

Estimating  10  cents  a  cubic  foot  as  the  cost  of  a  house  of 
this  character  and  size,  the  price  would  be  in  the  neighborhood 
of  $193,000  or  about  $6.50  per  ton  of  ice  storage  capacity. 

Cost  of  Ice  Storage  Houses  and  Ice  Manufacturing  Plants 
for  Railway  Purposes. 

It  is  a  foregone  conclusion  that  any  house  built  for  the  storage 
of  ice  cannot  be  so  constructed  that  some  shrinkage  will  not 
take  place  in  the  ice  stored. 

How  much  the  shrinkage  will  be  depends  upon  the  class  of 
house  built,  how  it  is  designed  and  insulated  and  also  to  a  very 
large  degree  with  what  care  it  is  looked  after  and  operated 
when  in  use. 

On  the  assumption  that  the  greater  the  cost  the  more  efficient 
will  be  the  house,  the  amount  to  spend  for  a  storage  house  will 
depend  primarily  upon  the  price  at  which  ice  can  be  purchased 
and  also,  to  some  extent,  on  the  total  amount  consumed. 

In  southern  countries,  where  the  cost  of  ice  is  high,  it  will 
pay  to  put  up  an  expensive  house  to  conserve  the  ice;  whereas 
in  northern  latitudes  where  ice  can  be  obtained  at  a  low  rate,  a 
much  cheaper  house  is  quite  justified. 

On  the  other  hand,  there  is  a  point  where  storage  houses 
would  not  be  as  economical  as  an  ice  manufacturing  plant; 
where  one  leaves  off  and  the  other  begins  is  a  matter  that  cannot 
always  be  solved  by  figures  alone.  The  economics  may  not  be 
the  final  figured  cost  per  ton  of  ice  stored  or  manufactured, 
but  rather  the  local  factors,  such  as  ground  space,  power  avail- 


COST  OF  ICE  HOUSES. 


407 


able,  labor,  teeming,  car  refrigeration,  passenger  and  public 
service,  peculiar  to  each  location,  also  a  possible  loss  of  revenue. 

When  working  out  the  economics  as  to  whether  it  will  pay 
to  purchase  ice  during  the  winter  and  store  same,  instead  of 
making  a  contract  with  some  ice  company,  there  are  a  number 
of  items  to  be  considered. 

The  first  would  be  the  cost  and  construction  of  the  storage 
house,  which  may  range  from  $2.50  to  $7.50  per  ton  of  ice 
stored,  but  to  make  a  comparison  the  following  three  types  of 
ice  storage  houses  will  be  considered: 

Cost  of  three  types  of  ice  storage  houses. 

No.  1.  C.  P.  R.  ice  house,  Fig.  200,  sill  foundation  esti- 
mated shrinkage  40  per  cent,  will  cost  per  ton  stored $3 . 50 

No.  2.  C.  P.  R.  ice  house,  Fig.  200,  concrete  foundation, 

estimated  shrinkage  25  per  cent,  will  cost  per  ton  stored. .  5.00 

No.  3.  N.  P.  R.  ice  house,  Fig.  199,  concrete  foundation, 
estimated  shrinkage  15  per  cent,  will  cost  per  ton  stored. .  6!  50 


ALTERNATIVE 

WITH  ELEVATED 

PLATFORM  IN  FRONT 

OF  DOOR  ONLY 

To  be  u«ed  at  points 
whew  Refrigerator  On 
are  not  handled  or 
onlj  to  a  small  extent 

n««*l  Cedar  Sill. 


C.p.ctty 

2  Intermediate  Bays  no  toi 
Toad     31tf  toai 

MZ'B.y  106  too* 


PLAN 


Fig.  200.     C.  P.  R.  Standard  No.  2  Ice  House. 


408  COST  DATA  — ICE  HOUSES. 

In  order  to  compare  the  above  houses  on  a  ton  basis  of  ice 
consumed,  the  shrinkage  has  to  be  added;  the  figures  will 
therefore  be: 

Per  Ton 
Consumed. 

No.  1.     $3. 50  plus  40  per  cent $4.90 

No.  2.     $5.00  plus  25  per  cent 6.25 

No.  3.     $6. 50  plus  15  per  cent 7. 47| 

The  latter  figures,  therefore,  represent  the  investment  per 
ton  of  ice  consumed.  To  this  should  be  added,  on  the  same 
tonnage  basis,  the  cost  of  the  land  on  which  the  house  is  to  be 
built;  generally  the  house  is  located  on  the  railway  company's 
property  that  is  available,  and  is  seldom  considered  in  the 
cost;  it  will  be  omitted  in  this  discussion. 

There  is  also  the  question  of  trackage  to  be  considered  de- 
pending upon  the  facilities  that  may  be  required  to  handle  not 
only  the  ice  from  car  to  storage,  but  the  icing  of  cars  as  well. 
So  far  as  the  railway  company  is  concerned,  this  is  seldom 
figured  in  the  cost  as  it  is  considered  that  track  has  to  be  pro- 
vided in  any  ca_se  whether  the  ice  is  bought  by  contract  or 
brought  in  to  be  stored. 

Fixed  charges.  —  The  fixed  charges,  such  as  interest  on  the 
money  spent  to  builcl  the  house,  including  taxes,  insurance, 
maintenance  and  depreciation,  have  next  to  be  considered;  the 
interest  on  the  investment  may  be  taken  at  6  per  cent  and  the 
taxes,  insurance,  maintenance  and  depreciation  at  4  per  cent 
or  a  total  of  10  per  cent. 

The  fixed  charges  for  the  three  houses  under  consideration 
would  therefore  be: 

Per  Ton  Used. 

No.  1.     10  per  cent  on  $4. 90 $0.49 

No.  2.     10  per  cent  on  $6. 25 0. 62£ 

No.  3.     10  per  cent  on  $7 . 47£ 0. 74| 

To  the  fixed  charges  has  to  be  added  the  cost  of  harvesting 
the  ice  and  the  handling  of  it. 

Cost  of  Ice.  —  The  cost  of  ice  harvested  during  the  winter 
will  vary  at  each  location,  depending  upon  the  facilities  and 
natural  advantages  that  may  be  available,  transportation, 
length  of  haul,  etc.,  and  will  vary  from  20  cents  to  $1  per  ton,  or 
more,  if  it  has  to  be  transported  in  cars  to  the  ice  storage  house, 
which  usually  is  the  case. 


COST  DATA  — ICE  HOUSES. 


409 


Supposing  that  it  costs  80  cents  per  ton  f.  o.  b.  cars  at  store 
house  we  would  have  the  following  comparison  for  the  three 
cases  being  considered,  per  ton  of  ice  consumed. 

Per  Ton 
Consumed. 

1st.   80^  plus  40  per  cent  for  shrinkage $1.12 

2nd.   80^  plus  25  per  cent  for  shrinkage 1 .00 

3rd.   80^  plus  15  per  cent  for  shrinkage 0. 92 

Removing  Ice  from  Cars  to  Storage.  —  The  cost  of  removing 
ice  from  cars  to  storage  varies  from  25  cents  to  55  cents  per  ton 
and  covers  cleaning  the  house,  boarding  up  doors,  looking  after 
hoists,  slings,  etc.,  and  covering  over  the  ice.  An  average  price 
for  estimating  would  be  40  cents  per  ton.  For  the  three  cases 
under  consideration,  the  cost  per  ton  of  ice  consumed  would  be: 

1st.   4Q£  plus  40  per  cent  for  shrinkage $0 . 56 

2nd.   40£  plus  25  per  cent  for  shrinkage 0 . 50 

3rd.   40ff  plus  15  per  cent  for  shrinkage 0 . 46 

A  summary  or  table  can  now  be  made  of  the  various  charges 
for  the  three  types  of  ice  storage  houses,  as  follows: 

TABLE   102. —  COST  PER  TON  OF  ICE  CONSUMED. 
(For  varying  conditions,  figuring  ice  can  be  purchased  at  80  cents  per  ton. ) 


Investment: 

Kind  of  house 

Percentage  of  shrinkage 

Cost  of  building,  per  ton 

Add,  per  ton,  for  shrinkage 

Cost  per  ton  consumed 

Fixed  charges: 

Interest  on  investment  6% 
Taxes,  insurance,  maintenance  and  depreciation 

4% 
Cost  of  ice  at  80f£  per  ton  put  into  cars,  or  direct  into 

storehouse  with  shrinkage  added 

Cost  per  ton  consumed  if  stored  direct 

If  ice  has  to  be  handled  from  cars  to  storage,  add 

(including  shrinkage) 

Cost  per  ton  consumed  when  shipped  in  cars 

If  ice  has  to  be  handled  from  storage  to  refrigerator 

cars,  add 

Cost  per  ton  consumed,  when  shipped,  stored  and 

handled  to  refrigerator  cars 


No.  1 
40% 
$3.50 
1.40 

No.  2 
25% 
$5.00 
1.25 

No.  3 

15% 
$6.50 
0.97| 

$4.90 

$6.25 

$7.47* 

$0.49 

$0.62£ 

$0.75 

1.12 

1.00 

0.92 

$1.61 

$1.62i 

$1.67 

0.56 

0.50 

0.46 

$2.17 

$2.12£ 

$2.13 

0.30 

0.30 

0.30 

$2.47 

$2.42£ 

$2.43 

From  the  foregoing  figures  it  will  be  noted  that  with  ice  at 
80  cents  per  ton,  a  No.  1  house  is  the  most  economical  when 
ice  is  placed  direct  into  storehouse;  and  No.  2  when  the  ice  has 
to  be  shipped.  It  shows  that  ice  at  80  cents  per  ton,  handled 


410 


COST  PER  TON  — ICE  HOUSES. 


in  cars,  is  high  enough  to  warrant  a  type  of  house  that  will 
conserve  the  shrinkage  and  reduce  the  amount  to  be  shipped. 

As  a  comparison,  and  to  ascertain  approximately  how  the  figures 
run  for  ice  varying  from  10  cents  to  $1.20  per  ton,  the  equivalent 
costs  for  the  three  following  conditions  are  shown  on  Table  103. 

1st.    Cost  per  ton  of  ice  consumed  when  stored  direct. 

2nd.    Cost  per  ton  of  ice  consumed  when  shipped  and  stored. 

3rd.  Cost  per  ton  of  ice  consumed  when  shipped,  stored  and 
supplied  to  refrigerator  cars. 

TABLE  103.  — EQUIVALENT  COST  PER  TON  OF  ICE  CONSUMED  FOR  VARYING 
CONDITIONS,  FIGURING  THE  COST  OF  ICE  FROM  10  CENTS  TO  $1.20  PER  TON. 

No.  1  ice  house  40%  shrinkage. 


Cost  of  ice  per  ton  delivered  

$0.10 

$0.20 

$0.30 

$0.40 

$0.50 

$0.60 

$0.80 

$1.00 

$1.20 

Cost  per  ton  plus  40%  shrinkage  .... 
Fixed  charges  on  investment  

0.14 
0.49 

0.18 
0.49 

0.42 

0.49 

0.56 
0.49 

0.70 

0.49 

0.84 
0.49 

1.12 
0.49 

1.40 
0.49 

1.68 
0.49 

Cost  per  ton  stored  direct  
Handling  ice  from  cars  to  storage 
with  shrinkage  added,  per  ton  — 

$0.63 
0.56 

$0.67 
0.56 

$0.91 
0.56 

$1.05 
0.56 

$1.19 
0.56 

$1.33 
0.56 

$1.61 
0.56 

$1.89 
0.56 

$2.17 
0.56 

Cost  per  ton  shipped  in  cars  and 
stored  
Handling  ice  from  storage  to  re- 
frigerator cars,  per  ton  

$1.19 
0.30 

$1.23 
0.30 

$1.47 
0.30 

$1.61 
0.30 

$1.75 
0.30 

$1.89 
0.30 

$2.17 
0.30 

$2.45 
0.30 

$2.73 
0.30 

Cost  per  ton  shipped  in  cars,  stored 
and  supplied  to  refrigerator  cars  .  . 

$1.49 

$1.53 

$1.77 

$1.91 

$2.05 

$2.19 

$2.47 

$2.75 

$3.03 

No.  2  ice  house  25%  shrinkage. 


Cost  of  ice  per  ton  delivered  

$0.10 

$0.20 

$0.30 

$0.40 

$0.50 

$0.60 

$0.80 

$1.00 

$1.20 

Cost  per  ton  plus  25%  shrinkage.  .  .  . 
Fixed  charges  on  investment  
Cost  per  ton  stored  direct  
Handling  ice  from  cars  to  storage 
with  shrinkage  added,  per  ton  .  .  . 
Cost  per  ton  shipped  in  cars  and 
stored  
Handling  ice  from  storage  to  re- 
frigerator cars,  per  ton  
Cost  per  ton  shipped  in  cars,  stored 
and  supplied  to  refrigerator  cars.  .  . 

SO.  12* 
0.624 

$0.25 
0.624 

$0.374 
0.624 

$0.50 
0.624 

$0.624 
0.624 

$0.75 
0.624 

$1.00 
0.624 

$1.25 
0.624 

$1.50 
0.624 

$2.124 
0.50 
$2.624 
0.30 

$0.75 
0.50 

$0.874 
0.50 

$1.00 
0.50 

$1.124 
0.50 

$1.25 
0.50 

$1.374 
0.50 

$1.624 
0.50 

$1.874 
0.50 

$1.25 
0.30 

$1.374 
0.30 

$1.50 
0.30 

$1.624 
0.30 

$1.75 
0.30 

$1.874 
0.30 

$2.124 
0.30 

$2.374 
0.30 

$1.55 

$1.674 

$1.80 

$1.924 

$2.05 

$2.174 

$2.424 

$2.674 

$2.924 

No.  3  ice  house  15%  shrinkage. 


Cost  of  ice  per  ton  delivered  

$0.10 

$0.20 

$0.30 

$0.40 

$0.50 

$0.60 

$0.80 

$1.00 

$1.20 

Cost  per  ton  plus  15%  shrinkage  
Fixed  charges  on  investment  
Cost  per  ton  stored  direct  
Handling  ice  from  cars  to  storage 
with  shrinkage  added,  per  ton  — 
Cost  per  ton  shipped  in  cars  and 
stored  
Handling  cars  from  storage  to  re- 
frigerator cars,  per  ton  

$0.114 
0.75 

$0.23 
0.75 

$0.344 
0.75 

$0.46 
0.75 

$0.574 
0.75 

$0.69 
0.75 

$0.92 
0.75 

$1.15 
0.75 

$1.38 
0.75 

$0.864 
0.46 

$0.98 
0.46 

$1.094 
0.46 

$1.21 
0.46 

$1.324 
0.46 

$1.44 
0.46 

$1.67 
0.46 

$1.90 
0.46 

$2.13 
0.46 

$1.324 
0.30 

$1.44 
0.30 

$1.554 
0.30 

$1.67 
0.30 

$1.784 
0.30 

$1.90 
0.30 

$2.13 
0.30 

$2.36 
0.30 

$2.59 
0.30 

Cost  per  ton  shipped  in  cars,  stored 
and  supplied  to  refrigerator  cars  .  . 

$1.624 

$1.74 

$1.854 

$1.97 

$2.08^ 

$2.20 

$2.43 

$2.66 

$2.89 

ICE  MANUFACTURE.  411 

From  the  foregoing  Table  103,  it  would  appear  that  when 
ice,  stored  direct,  can  be  purchased  for  80  cents  a  ton,  or  less, 
the  No.  1  house  is  quite  suitable;  above  80  cents  to  $1.20  the 
No.  2  house,  and  over  $1.20  the  No.  3  house;  and  when  the 
ice  shipped  in  cars  to  the  storehouse  can  be  purchased  for 
50  cents,  or  less,  the  No.  1  house  is  the  one  to  adopt;  and  from 
60  cents  to  $1  per  ton,  the  No.  2  house;  and  above  $1  per  ton 
the  No.  3  house. 

Ice  Manufacture.  —  In  the  manufacture  of  ice,  the  plant  to 
select  will  depend,  to  a  large  extent,  on  local  conditions,  power 
available,  facilities  for  handling  and  icing  cars  without  extra 
service,  etc. ;  obviously  the  larger  the  plant,  the  less  will  be  the 
comparative  cost  per  ton. 

Table  104  gives  the  investment,  cost  of  operation  and  capacity 
of  plants  ranging  from  15  tons  to  50  tons  in  24  hours,  for  the 
ordinary  run  of  railway  installations.  The  figures  are  fairly 
liberal  because  it  is  recognized  that  a  plant  of  this  character 
requires  good  supervision  and  careful  management;  where  care- 
lessness creeps  in  and  cheap  labor  is  employed,  the  plant  will 
depreciate  and  the  maintenance  charges  are  likely  to  be  very 
high. 

It  may  be  noted  that  where  cheap  electric  power  is  available 
the  cost  of  electric  plants  as  against  steam  will  be  10  to  20  per 
cent  less  than  the  figures  stated. 

Comparing  the  cost  per  ton  when  manufactured  with  the  cost 
per  ton  when  stored,  as  given  in  Table  103,  always  provided 
that  the  quantity  for  each  mechanical  plant  under  considera- 
tion will  actually  be  required,  the  figures  would  be  about  as 
follows : 

15  ton  plant  will  be  cheaper  than  storing  when  ice  is  costing 
$1.10  per  ton  or  more. 

25  ton  plant  will  be  cheaper  than  storing  when  ice  is  costing 
70  cents  per  ton  or  more. 

40  ton  plant  will  be  cheaper  than  storing  when  ice  is  costing 
45  cents  per  ton  or  more. 

50  ton  plant  will  be  cheaper  than  storing  when  ice  is  costing 
35  cents  per  ton  or  more. 

It  is  obvious  that  any  mechanical  plant  that  is  not  worked  up 
to  its  capacity  or  is  too  large  for  actual  needs  will  run  up  the 
cost  per  ton  to  much  higher  figures  than  those  given. 


412 


COST  OF  ICE  MANUFACTURE. 


TABLE  104.  —  APPROXIMATE  COST  OF  ICE  MANUFACTURE  INCLUDING 

INVESTMENT,  COST  OF  OPERATION  AND  COST  PER  TON. 

(STEAM  OR  ELECTRIC  EQUIPMENT.*) 


Capacity  in  tons  per  24  hours  
Capacity  in  tons  yearly  (for  240  days)  

15  tons. 
3600  tons. 

25  tons. 
6000  tons. 

40  tons. 
9600  tons. 

50  tons. 
12,000 
tons. 

Investment: 
Building  and  land 

$7  500 

$11  875 

$14000 

$17  000 

Mechanical  equipment  

13;000 

18,125 

27,000 

33,000 

Total  investment  

$20,500 

$30,000 

$41,000 

$50,000 

Daily  operating  expenses: 
Engineers,  2 

$7  00 

$7.00 

$7  00 

$7  00 

Tankmen,  2                                       .    . 

4  50 

4.50 

4  50 

4  50 

Firemen,  2 

4.50 

4.50 

4  50 

4  50 

Storeman,   1                                    .... 

2.25 

2  25 

Coal  at  $3.00  per  ton  or  electric  cur- 
rent at  \i  kw.-hr  
Ammonia,  oil,  waste  
Records  and  stationery  

5.00 
2.00 
1.00 

7.50 
3.50 
2.00 

12.50 
4.25 
3.00 

15.50 
5.25 
4.00 

Cost  of  operation  (daily)  .  . 

$24.00 

$29.00 

$38  00 

$43  00 

Cost  of  operation  on  basis  of  running 
the  plant  full  operation,  240  days.  . 
All  labor  expense  for  balance  of  year  . 

Interest  on  investment: 
Building  and  mechanical  equipment, 
6%       

$5,360 
1,070 

1,230 

$6,960 
1,317 

1,800 

$9,120 
1,700 

2,460 

$10,320 
2,360 

3,000 

Depreciation,  insurance,  taxes,  etc., 
building,  4%  

300 

474 

560 

680 

Depreciation  on  mechan'l  equip.,  8% 

1,040 

1,449 

2,160 

2,640 

Total  yearly  expense  

$9,000 

$12,000 

$16,000 

$19,000 

Cost  per  ton  of  ice  produced 

$2  50 

$2  50 

$1  67 

$1  58 

Cost  per  ton  if  supplied  to  refrig.  cars. 

$2.80 

$2.30 

$1.97 

$1.88 

*  When  electric  power  can  be  obtained  at  a  low  rate,  the  cost  per  ton  with  electrical  equipment 
will  be  from  10  to  20  per  cent  less  than  the  above  figures. 
NOTE.  —  No  tracks  are  included  in  the  above  costs. 

The  foregoing  table  would  indicate  that  the  larger  plants  are 
much  more  economical  than  the  smaller  ones,  provided  that  the 
machines  are  used  to  their  full  capacity.  Some  of  the  difference 
is  also  due  to  the  fact  that  supervision  and  labor  does  not  run 
in  proportion  to  the  increase  in  capacity. 


COMPARATIVE  COSTS  —  ICE  MANUFACTURING  PLANTS.      413 


Comparative  Costs  for  Large  Commercial  Ice  Manufacturing 
Plants.  —  The  initial  and  operating  costs  of  large  ice  plants 
ranging  from  100  to  500  tons  capacity  per  day  of  24  hours,  by 
Robert  P.  Kehoe,  which  are  given  in  Table  105,  may  be  taken  as 
a  guide  in  the  determination  of  the  advantageous  kind  of  plant 
to  install  when  such  large  installations  are  considered.  The 
cost  of  the  property  is  not  included,  which,  of  course,  will  vary 
with  the  location  and,  if  desirable,  an  amount  to  cover  this  item 
may  be  added  to  the  investment. 

Evaporators  and  automatic  stokers  have  been  covered  in  the 
first  cost  of  the  steam-driven  plants. 

An  average  economy  of  9  tons  of  ice  per  ton  of  coal  has  been 
assumed  which  is  the  usual  working  basis. 

The  price  of  oil  has  been  taken  as  3J  cents  per  gallon  and  a 
1  cent  rate  per  kilowatt-hour  for  electric  current  because  any 
higher  price  could  not  be  considered:  even  at  this  price.it  does 
not  compare  favorably  with  either  the  oil-engine  driven  or  steam 
plant.  The  average  electric-driven  plant  will  be  found  to  use 
60  kw.-hr.  per  ton  of  ice. 

The  yearly  load  factor  of  60  per  cent  is  equivalent  to  216 
days  of  full  operation.  This  would  mean  about  4  months  of 
full  operation,  four  months  at  half  capacity  and  four  months  at 
one  quarter  capacity.  In  large  plants  in  cities  of  considerable 
size  these  conditions  usually  exist,  for  commercial  operation. 

The  capacity  of  the  plants  are  given  in  tons  of  ice  per  twenty- 
four  hours,  and  only  one  type  is  considered  for  three  different 
kinds  of  motive  power,  using  300-lb.  cans.  A  summary  of  the 
detailed  figures  are  as  follows: 


Capacity  per  24  hrs. 

Cost  of  ice  per  ton. 

Steam. 

Electric. 

Oil,  etc. 

100  tons 
200     " 
300     " 
400     " 

$1  40 
1  21 
1.17 
1.13 

$1.55 
1   40 

1  33 
1.30 

$1.19 
1.03 
0.97 
0.94 

i 

414 


COST  OF  OPERATION. 


TABLE  105.  —  INVESTMENT,   DAILY  AND  YEARLY  COST  OF  OPERATION 
OF  LARGE  ICE  PLANTS. 


Capacity  in  tons  of  ice  per  24  hr  

100  tons. 

200  tons. 

Type  of  plant  (all  300  Ib.  cans)  | 

Distilled 
water. 

Raw  water. 

Distilled 
water. 

Raw  water. 

Com- 
pound 
condens- 
ing 
steam 
engines. 

Electric 
motors. 

Oil  en- 
gines. 

Com- 
pound 
condens- 
ing 
steam 
engines. 

Electric 
motors. 

Oil  en- 
gines. 

Investment: 
Mechanical  equipment  complete  
Building  

$62,000 
37,500 

$52,000 
35,000 

$70,000 
35,000 

$119,000 
65,000 

$99,000 
60,000 

$135,000 
60,000 

Total  investment  (excluding  land)  
Daily  operating  expense: 
Chief  engineer  
Assistant  engineers,  1 

$99,500 

$6.00 
3.50 
4.00 
4.00 
8.00 
4.00 

$87,000 

$5.00 
3.50 
4.00 

(6)"  12!  00 
4.00 

60.00 
10.00 

$105,000 

$6.00 
3.50 
4.00 

'"i2!6o 

4.00 

15.00 
10.00 

$184,000 

$7.00 
(1)     4.00 
(2)     4.00 
(2)     4.50 
(8)   16.00 
(2)     4.00 
(2)     4.00 

77.00 
18.00 

$159,000 

$6.00 
4.00 
4.00 

(i2J24!6o 
4.00 
(1)     2.00 

120.00 
18.00 

$195,000 

$7.00 
4.00 
4.00 

"'2i!6o 

4.00 
2.00 

30.00 

18.00 

Oilers,  2  
Firemen,  2 

Tankmen,  4  

Storehouse  men,  2  
Other  labor 

Fuel,  coal  at  $3.50  per  ton,  oil  at  3^ 
per  gal.,  current  at  1^  per  kw.-hr.  . 
Ammonia,  oil,  waste,  etc  
Net  operating  expense  per  day  

38.50 
10.00 

$78.00 
j  of  operat 
to  full  op 

$16,848 
4,248 
3,100 
1,125 

4,975 

$98.50 
ng  full  caj. 
eration  for 

$21,276 
4,104 
2,600 
1,050 

4,350 

•  $54.50 
acity  four 
216  days  ( 

$11,772 
4,248 
3,500 
1,050 

5,250 

$138.50 
months,  % 
60%  load 

$28,670 
6,264 
5,950 
1,950 

9,200 

$182.00 
capacity  fo 
factor). 

$39,312 
6,336 
4,950 
1,800 

7,950 

$93.00 
ur  months 

$20,088 
6,192 
6,750 
1,800 

9,750 

Total  cost'  of  operation  per  year  on  basi 
and  J  capacity  four  months  equivalent 
Operating  cost  of  equivalent  of  216 
days  of  full  operation  
All  labor  expense  for  balance  of  year.  . 
5%  depreciation  on  cost  of  mech.  equip. 
3%  depreciation  on  cost  of  building.  .  . 
5%  on  total  investment  for  repairs, 
taxes,  water  and  incidentals  
Total  annual  expense  
Number  tons  of  ice  produced  annually 
Total  cost  per  ton  of  ice  per  annum  .  .  . 

$30,296 
21,600 
$1.40 

$33,380 
21,600 
$1.55 

$25,820 
21,600 
$1.19 

$52,034 
43,200 
$1.21 

$60,348 
43,200 
$1.40 

$44,580 
43,200 
$1.03 

Capacity  in  tons  of  ice  per  24  hr  

300  tons. 

400  tons. 

Type  of  plant  (all  300  Ib.  cans)  { 

Distilled 
water. 

Raw  water. 

Distilled 
water. 

Raw  water. 

Motive  power.          .        ... 

Com- 
pound 
condens- 
ing 
steam 
engines. 

Electric 
motors. 

Oil  en- 
gines. 

Com- 
pound 
condens- 
ing 
steam 
engines. 

Electric 
motors. 

Oil  en- 
gines. 

Investment: 
Mechanical  equipment  complete  
Building  

$171,000 
95,000 

$141,000 
88,000 

$195,000 
88,000 

$218,000 
120,000 

$178,000 
111,000 

$250,000 
111,000 

Total  investment  (excluding  land)  .... 
Daily  operating  expense: 
Chief  engineer  
Assistant  engineers,  1  
Oilers,  2        

$266,000 

$7.50 
(2)     7.00 
(4)     8.00 
(2)     5  00 

$229,000 

$6.50 
7.00 
8.00 

$283,000 

$7.50 
7.00 
8.00 

$338,000 

$8.00 
(2)     8.00 
(4)     8.00 
(2)     6.00 
(14)28.00 
(4)     8.00 
(3)     6.00 

$154.00 
31.00 

$289,000 

$7.00 
8.00 
8.00 

(21)42  'OO 
8.00 
(1)     2.00 

$240.00 
31.00 

$361,000 

$8.00 
8.00 
8.00 

'"42!6o 
8.00 
2.00 

$60.00 
31.00 

Firemen,  2 

Tankmen,  4  

(10)20.00 
(2)     4.00 
(3)     6.00 

$115.50 
25.00 

(15)30.66 
4.00 
(1)     2.00 

$180.00 
25.00 

(15)30.00 
4.00 
2.00 

$45.00 
25.00 

Storehouse  men,  2 

Other  labor  

Fuel,  coal  at  $3.50  per  ton,  oil  at  3i0 
per  gal.  current  at  1^  per  kw.-hr.  .  . 
Ammonia,  oil,  waste,  etc  
Net  operating  expense  per  day  
Total  cost  of  operation  per  year  on  basi 

$198.00 
?  of  operate 

$262.50 
ng  full  ca% 

$128.50 
acity  four 

$257.00 
months,  \ 

$346.00 
capacity  fo 

$167.00 
ur  months 

Operating  cost  of  equivalent  of  216 
days  of  full  operation 

$42,768 

$56,700 

$27,756 

$55,512 

$74,736 

$36,072 

All  labor  expense  for  balance  of  year.  . 
5%  depreciation  on  cost  of  mech.  equip. 
3%  depreciation  on  cost  of  building  .  .  . 
5%  on  total  investment  for  repairs, 
taxes,  water  and  incidentals  

8,280 
8,550 
2,850 

13,300 

8,280 
7,050 
2,640 

11,450 

8,424 
9,750 
2,640 

14,150 

10,368 
10,900 
3,600 

16,900 

10,800 
8,900 
3,330 

14,450 

10,944 
12,500 
3,330 

18,050 

Total  annual  expense  
Number  tons  of  ice  produced  annually 
Total  cost  per  ton  of  ice  per  annum  .  .  . 

$75,740 
64,800 
$1.17 

$86,120 
64,800 
$1.33 

$62,720 
64,800 
$0.97 

$97,280 
86,400 
$1.13 

$112,216 
86,400 
$1.30 

$80,996 
86,400 

$0.94 

COST  OF  OPERATION. 


415 


TABLE  105   (Continued).  —  INVESTMENT,   DAILY  AND  YEARLY  COST 
OF  OPERATION  OF  LARGE  ICE  PLANTS. 


Capacity  in  tons  of  ice  per  24  hr  

500  tons. 

Type  of  plant  (all  300  Ib.  cans)  { 

Distilled 
water. 

Raw  water. 

Motive  power 

Compound 
condensing 
steam  engines. 

Electric 
motors. 

Oil  engines. 

Investment: 
Mechanical  equipment  complete  

Building 

$260,000 
150,000 

$210,000 
140,000 

$300,000 
140,000 

Total  investment  (excluding  land) 

$410,000 

$9.00 
(2)  10.00 
(4)    8.00 
(2)    7.00 
(16)32.00 
(4)   8.00 
(4)    8.00 

$192.50 
36.00 

$350,000 

$8.00 
10.00 
8.00 

$440,000 

$9.00 
10.00 
8.00 

'  '48!66'" 

8.00 
4.00 

$75.00 
36.00 

Daily  operating  expense: 
Chief  engineer  
Assistant  engineers,  1 

Oilers,  2  

Firemen,  2     ... 

Tankmen,  4 

(24)48.00 
8.00 
(2)    4.00 

$300.00 
36.00 

Storehouse  men,  2  
Other  labor 

Fuel,  coal  at  $3.50  per  ton,  oil  at  3i^  per  gal., 
current  at  \t  per  kw.-hr  
Ammonia,  oil,  waste,  etc  

Net  operating  expense  per  day 

$310.50 

iting  full  capacity  . 
Deration  for  216  da\ 

$422.00 

four  months,  \  cap 
s  (60%  load  factor 

$198.00 

>acity  four  months 
). 

Total  cost  of  operation  per  year  on  basis  of  open 
and  i  capacity  four  months  equivalent  to  full  o% 

Operating  cost  of  equivalent  of  216  days  of 
full  operation  

$67,068 

$91,152 

$42,768 

All  labor  expense  for  balance  of  year  
5^  depreciation  on  cost  of  mech.  equip  

11,808 
13,000 

12,384 
10,500 

12,528 
15,000 

3%  depreciation  on  cost  of  building  

4,500 

4,200 

4,200 

5%  on  total  investment  for  repairs,  taxes, 
water  and  incidentals  

20.500 

17,500 

22,000 

Total  annual  expense 

$116,876 

$135,736 

$96,496 

Number  tons  of  ice  produced  annually  
Total  cost  per  ton  of  ice  per  annum  

108,000 
$1.08 

108,000 
$1.26 

108,000 
$0.90 

Cold  Storage.  —  For  hotel,  dining  car,  and  restaurant  service 
it  is  necessary  to  have  good  storage  and  ample  facilities  for 
keeping  eatables  in  first-class  condition,  as  the  supplies  are 
usually  bought  in  large  quantities;  this  necessitates  either  an 
ice  or  mechanical  refrigeration  plant.  For  dining  car  service 
the  building  is  generally  located  at  one  end  of  the  sleeping  and 
dining  car  stores,  and  in  the  basement  of  hotels  or  restaurants. 

Comparing  natural  ice  and  mechanical  refrigeration,  the  lat- 
ter is  by  far  the  best  means  of  keeping  dining  supplies;  with 
natural  ice  the  cooling  process  is  limited,  there  is  also  dampness 
and  poor  ventilation  to  contend  with;  ice  leaves  a  residue  liable 
to  foul  unless  the  storage  box  is  cleaned  out  frequently. 

With  the  mechanical  cold  air  process  the  proper  temperature 
for  keeping  supplies  in  the  best  condition  can  be  attained,  and 


416  COLD  STORAGE. 

the  temperature  can  be  varied  for  any  class  of  goods;  the  air  is 
purified  and  fresh  at  all  times. 

Cold  Air  Refrigeration.  (Fig.  201.)  —  The  walls  and  parti- 
tions are  insulated  similar  to  ice  houses,  and  divided  into  com- 
partments for  storing  the  various  classes  of  goods. 

The  mechanical  plant  is  placed  at  one  end  of  the  building,  and 
consists  of  a  steam  engine  coupled  to  a  double-acting  ammonia 
compressor,  an  ammonia  condenser  and  receiver,  with  all  neces- 
sary ammonia  gauges  and  gauge  boards;  connection  pipes  and 
fittings,  including  an  air  cooler,  consisting  of  an  iron  tank  with 
refrigerator  coils,  brine  pump,  air  fan,  and  sundry  connections. 

The  cooler  is  placed  next  to  the  cold  storage  room,  and  the 
wall  between  it  and  the  engine  room  must  be  insulated  similar 
to  outer  walls. 

The  following  is  a  comparative  estimate  of  installing  and  oper- 
ating a  cold  air  plant  and  natural  ice  refrigeration  plant. 

Cold  Air  Plant.  —  Six  tons  capacity,  approximate  cost  of 
installation  and  operation. 

Cold  storage  house  40'  X  48'  X  24'  high,  $3600  at  6%.  .  $216.00 

Cost  of  6-ton  ice  plant,  $3200  at  6%  per  annum 192.00 

Foundations  for  ice  plant,  $200  at  6%  per  annum 12.00 

10  horsepower  per  annum  at  $40  per  horsepower 400.00 

Maintenance,  repairs,  and  depreciation! 42.00 

Labor,  one  man  at  $2  per  day  (see  note) 730 . 00 

Ammonia  per  annum 30 . 00 

Water  rates x. 35 . 00 

$1657.00 

NOTE.  —  One  man  can  run  an  ordinary  35  horsepower  plant  and  also  assist  in  the  shop  or 
stores  at  other  work.  Less  than  30%  of  his  time  is  taken  up  with  the  cold  storage  plant. 

Natural  Ice  Plant.  —  Approximate  cost  of  installation  and 
operation. 

Increased  height  of  building  for  ice  storage  with  air  ducts, 

drainage,  lifts,  and  insulation,  $4800  at  6%  per  annum.       $288.00 

3  tons  of  ice  per  day  at  $2  per  ton 2190 . 00 

Labor,  one  man  at  $1.50  per  day 548 . 00 

$3026.00 

From  the  above  it  will  be  noted  that  the  cold  air  plant,  besides 
keeping  the  supplies  in  better  condition,  is  a  good  deal  less  costly 
than  buying  ice  at  the  price  quoted. 

Construction.  —  For  cold  storage  buildings  the  construction  is 
about  as  follows: 


COLD  STORAGE. 


417 


Ceiling 


Floor 


Floor 


ELEVATION 


3'planV 


/  Filler  out  of  i"x  6* 
-f Tar 


Ceiling 


Floor 


Floor 


SECTION 


•j    - 

1 


6  Studs 


5 

Cold 

Ck>ld 

Storage 

Storage 

Cold 

Storage 

Engine 

Boom 

1 

\ 

HI       d       Z3      d 

J^                                ^J 

PLAN 
Fig.  201.     Cold  Storage  House. 


418  NATURAL  ICE  PLANT. 

Rubble  or  concrete  foundation  walls  taken  below  frost,  24  in. 
thick,  with  12-in.  footing  course. 

Outer  Walls,  Frame  Buildings.  —  Beginning  on  the  outer  face, 
two  layers  of  1-in.  matched  sheathing,  with  insulating  paper 
between,  2"  X  6"  studs  at  16-in.  centers,  two  layers  1-in.  sheath- 
ing, with  insulating  paper  between,  2"  X  4"  studs  16-in.  cen- 
ters, with  1-in.  matched  sheathing,  2"  X  2"  studs  16-in.  centers, 
with  two  layers  of  1-in.  sheathing  and  insulating  paper  between; 
with  this  arrangement  the  walls  are  about  20  in.  thick.  All 
spaces  are  filled  with  mill  shavings. 

Ground  Floor.  —  A  bed  of  gravel  at  least  12  in.  thick,  with 
3"  X  3"  sills  on  top,  at  18-in.  centers,  covered  with  1-in.  matched 
sheathing,  and  I"  X  2"  scantling  on  top,  and  two  layers  of 
2"  X  4"  matched  flooring  over,  laid  flat  with  insulating  paper 
between.  All  spaces  are  filled  with  mill  shavings. 

Inner  Walls. — Between  cold  storage  rooms:  2"  X  6"  studs 
at  18-in.  centers,  with  two  layers  of  1-in.  matched  sheathing  on 
either  side,  and  insulating  paper  between  boards,  all  spaces 
filled  with  mill  shavings. 

Between  cold  storage  rooms  and  corridors:  2"  X  8"  studs  at 
18-in.  centers,  with  two  layers  of  1-in.  matched  sheathing  and 
insulating  paper  between  on  the  inside,  and  1-in.  matched 
sheathing,  and  I"  X  2"  scantling  18-in.  centers  covered  with 
two  layers  of  matched  sheathing,  with  insulating  between,  on 
the  corridor  side. 

Ceiling.  —  Two-inch  by  8-in.  studs  at  18-in.  centers,  with 
two  layers  of  1-in.  matched  sheathing  on  each  side,  with  insu- 
lating paper  between  boards.  Spaces  filled  with  mill  shav- 
ings. 

Roof.  —  Two-inch  by  8-in.  studs,  18-in.  centers,  with  two 
layers  1-in.  sheathing  on  each  side,  with  insulating  paper  be- 
tween, roof  joists  4"  X  12"  at  8-ft.  centers,  with  3-in.  T.  &  G. 
boarding  on  top,  covered  with  5-ply  tar  and  gravel  roofing. 

Cold  Air  Ducts.  —  Woodeji  air  ducts  are  provided  for  exhaust- 
ing the  air  from  the  various  rooms  to  the  fan  and  cooler,  and 
from  the  cooler  back  into  the  rooms. 

Insulation  for  the  main  suction  ducts  consists  of  two  layers 
|-in.  T.  &  G.  sheathing,  with  double  insulating  papers  between, 
and  I"  X  1"  battens  on  the  outside  covered  with  1-in.  T.  &  G. 


STOCK  YARDS.  419 

sheathing;   other  ducts  consist  of  double  boarding  with  insulat- 
ing paper  between. 

The  ducts  are  placed  usually  on  each  side  of  the  room  close  to 
the  ceiling,  with  hardwood  slides  on  the  bottom  of  the  delivery 
ducts  and  on  the  sides  of  the  suction  ducts. 

Stock  Yards. 

Stock  yards  are  erected  at  way  stations  and  terminals  for 
receiving  cattle  for  shipment,  and  also  for  rest  and  feeding  pur- 
poses for  cattle  en  route.  The  yards  are  located  parallel  with 
the  siding  tracks  convenient  to  the  roadway  at  stock  business 
points.  (Figs.  202  and  203.) 

The  ordinary  wayside  station  stock  yard  consists  of  a  series 
of  fenced-in  pens,  with  feeding  and  water  troughs,  including  feed 
barns  and  shelters  when  necessary. 

The  terminal  stock  yards  are  usually  housed  in  and  are 
arranged  with  pens,  feeding  and  water  facilities,  to  suit  the 
different  classes  of  stock. 

The  usual  arrangement  is  to  provide  loading  and  unloading 
platforms  with  chutes  alongside  the  track.  The  platforms  are 
made  narrow  so  that  the  gates  of  the  chutes  when  open  shall 
come  close  to  the  cars  for  convenience  in  loading  the  cattle. 
The  chutes  lead  to  a  main  alleyway,  from  which  the  distribution 
of  pens  is  arranged,  the  pens  being  divided  to  hold  a  car  or 
portion  of  a  car  load,  and  made  so  as  to  open  into  one  another 
and  to  branch  alleyways  in  the  center,  so  that  the  cattle  may  be 
sorted  and  classified  if  desired.  Barns  and  shelters  are  erected 
on  the  branch  alleyways  for  feeding  purposes  when  necessary. 

In  addition  to  feeding  and  shelter  sheds,  water  has  also  to  be 
provided,  with  frost-proof  hydrant  valves  to  avoid  freezing,  the 
pipes  being  graded  to  drain  when  not  in  use. 

Construction.  —  The  construction  generally  is  cedar  posts 
6  in.  to  9  in.  in  diameter,  placed  5  to  6  ft.  centers,  set  into  the 
ground  solid.  The  fencing  is  from  6  to  7  ft.  high,  of  1-to  2-in. 
material,  with  3-  to  8-in.  spaces  between.  Feed  racks  are  placed 
on  one  or  two  sides,  made  with  2"  X  6"  plank,  the  height  and 
width  varying  to  suit  the  stock.  Water  troughs  are  placed  on 
the  opposite  side  of  feed  racks,  and  are  made  of  2-in.  plank 
supported  on  2-in.  plank  brackets,  with  three-quarters  to  1-in. 


420  STOCK  PENS. 

water  supply  taken  from  a  IJ-in.  main  and  extending  above 
the  water  trough  with  a  goose  neck.  The  floor,  where  the 
business  amounts  to  anything,  is  usually  of  concrete  finished 
rough. 

An  ordinary  20-car  capacity  stock  yard  would  consist  of  a 
4-ft.  platform  placed  7  ft.  from  rail,  with  4  loading  chutes  40-ft. 
centers  and  3  unloading  chutes  ramped  down  to  main  alleyway, 
the  depth  varying  from  20  to  50  feet  or  more,  and  the  depth  of 
alleyway  12  to  13  ft.  by  200  ft.  long. 

The  area  covered  by  the  pens  behind  the  main  alleyway  would 
be  213  ft.  long  and  160  ft.  deep,  divided  into  10  pens,  and  one 
branch  alleyway  in  the  center  13  ft.  wide.  The  pens  front  and 
back  would  be  50'  X  50',  and  the  center  ones  50'  X  100'.  In 
the  branch  alleyways  two  shelters  and  two  hay  barns  are  erected 
projecting  into  the  center  pens  as  per  Fig.  202. 

Approximate  cost.  —  The  approximate  cost  of  open  stock 
yards  with  concrete  floor  averages  from  20  to  35  cents  per  square 
foot  of  area  covered. 

The  approximate  cost  of  a  20-car  capacity  stock  yard  with 
feed  racks,  water  troughs,  hay  barns,  shelter,  concrete  floor,  etc., 
complete,  $5500  to  $7500. 

The  cost  of  frame  barns  and  shelters,  from  50  to  75  cents  per 
square  foot. 

The  cost  of  enclosed  stock  yards,  concrete  floor  for  single-story 
frame  buildings  with  skylights,  etc.,  complete,  varies  from  65  to 
90  cents  per  square  foot  when  the  amount  is  fairly  large. 


STOCK  PENS. 


421 


Chute 


PLAN  20  CAR  STOCK  YARD 

-212 's- — 


Fig.  202. 


422 


STOCK  PENS. 


U  of  Track  ' 


abt.  4  6  U^JftbAJLfc: 


Length  of  Platform 
r^j— |     for  2  end  Pens 


V 


PLAN 


^ 


W 


^2-l^'z  8*       ^  2-1  ^"x  8*, 


r^^Hi 

•£££%£#£-  .      & 


^'x2z29^'hoop 
on  at  ends  (t 


8  ilia.  Cedar  Post 
{J         at  abt.  70  "era. 

1'  Cock  with  detachable  key. 
SECTION  THRO1  LOADING  CHUTES 


WATER  THROUGHS  with  ij^'z 

FEED  RACKS  Lumt"i; 

l"  Frost  Proof  Valre  with  drain. 
WATER  CONNECTION 


'      |      DETAIL  OF  LARGE  GATES      |      \  DETAIL  OF  SMALL  GATES 


.. 


DETAIL  OF  FENCING 


MAIL  CRANES. 


423 


Mail  Cranes. 

Mail  cranes  are  erected  at  way  stations  where  necessary  to 
collect  the  mail  while  the  train  is  running. 

The  main  post,  either  of  wood  or  steel,  is  set  up  about  10  ft. 
from  center  of  track,  and  attached  with  a  blocking  piece  to  two 
extra  long  track  ties,  the  post  being  stayed  at  the  back  by  a 
double  brace. 

V-foBoltlx'lg. 

ftCta  e.Tnck 


Fig.  204.     C.  P.  R.  Standard  Mail  Crane. 


424 


MAIL  CRANES. 


At  the  top  of  the  post  about  three-foot  centers  two  horizontal 
arms  project  3  ft.  towards  the  track  arranged  to  hold  the  mail 
bag.  The  arms  have  a  steel  spring  attachment  at  the  post  end 
so  that  when  the  bag  is  released  they  automatically  rise  and 
fall  towards  the  post,  one  going  up  and  the  other  down.  (Fig. 
204.) 

A  light  iron  ladder  is  placed  for  convenience  of  the  operator, 
so  that  he  may  be  able  to  catch  the  arms  and  tie  the  mail  bag  in 
position.  . 

Approximate  cost  of  an  iron  mail  crane  complete,  $35. 

The  relation  of  the  mail  crane  to  the  mail  car  is  shown,  Fig. 
205,  and  the  design  of  the  catcher  across  the  door  of  the  car, 
Fig.  206;  the  catcher  is  operated  by  the  mail  clerk  pulling  the 
upper  handle  which  brings  it  into  a  horizontal  position  ready  to 
engage  and  catch  the  bag  suspended  on  the  mail  crane.  On 
releasing  the  handle  the  catcher  drops  down  into  a  vertical 
position  as  shown  on  the  elevation. 


ELEVATION  OF  MAIL  CRANE  &  TRACK 
IN  RELATION  TO  MAIL  CAR 

Fig.  205. 


PLAN 
Mail  Catcher  in  use 


Fig.  206. 


TRACK  TANKS.  425 

Track  Tanks.  —  Track  tanks  are  used  to  a  limited  extent, 
and  usually  consist  of  steel  troughs  placed  directly  on  the  ties,  to 
hold  the  water  so  that  locomotives  can  scoop  up  a  supply  while 
in  motion,  and  are  used  for  passenger  and  freight  service  to 
expedite  train  movement  on  congested  districts. 

A  comprehensive  article  on  this  type  of  structure  is  given  in  de- 
tail in  the  Railroad  Gazette,  March  13,  1908,  by  H.  H.  Ross. 

The  tanks  must  be  located  where  the  supply  of  water  is  abun- 
dant and  of  good  quality;  15  to  50  per  cent  of  the  water  is  wasted 
by  being  forced  out  over  the  sides  and  ends  by  the  engine  scoops. 
The  speed  for  satisfactory  service  is  from  25  to  30  miles  per 
hour,  and  the  tracks  are  graded  at  the  approaches  to  enable  the 
necessary  speed  to  be  made,  and  for  this  reason  track  tanks 
should  be  away  from  any  structures,  'crossings,  yards,  etc.,  and 
be  well  drained  so  that  the  water  that  gets  into  the  bank  is 
carried  away  quickly.  This  is  done  by  stone-filled  trenches  and 
tile  between  tracks,  the  ballast  being  covered  with  large  flat 
stones  to  hold  the  ballast  and  shed  the  water. 

Approximate  cost.  —  A  double-track  installation  will  cost 
$15,000  to  $30,000  exclusive  of  grading,  track  work,  and  drain- 
age. The  maintenance  averages  probably  about  8  per  cent  of 
the  cost. 

Construction.  —  The  ties  supporting  the  trough  should  be  of 
white  oak  8"  X  10"  X  8'  6"  long,  and  track  thoroughly  surfaced 
and  filled  in  with  stone  ballast  and  same  quality  of  ballast  con- 
tinued for  at  least  1000  feet  beyond  the  troughs  on  the  trailing 
ends,  and  all  ties  tie  plated. 

Water  is  usually  supplied  from  elevated  tanks,  with  a  large- 
sized  main  reduced  for  the  different  inlets;  1|  to  2  minutes  are 
required  to  refill  trough  after  an  engine  has  scooped,  and  the 
filling  is  done  with  automatic  valves. 

Trough  recommended,  28  in.  wide,  1\  in.  deep,  and  2000  ft. 
long,  to  give  5000  to  6000  gal.  in  a  run.  When  track  tanks  are 
used  in  cold  climates,  it  is  necessary  to  heat  the  water  to  keep 
it  from  freezing,  which  is  done  by  steam  blowing,  or  by  circu- 
lating by  means  of  a  pump  or  an  injector. 


426  WATER  STATIONS. 


CHAPTER   XVIII. 
WATER   STATIONS. 

General.  —  The  ordinary  railroad  water  station  usually  con- 
sists of  an  elevated  tank  for  storage  purposes,  a  pumping  outfit 
or  gravity  main  to  supply  the  tank,  and  standpipes  when  neces- 
sary for  convenient  service.  A  locomotive  consumes  from  30  to 
100  gal.  per  mile,  and  carries  from  2000  to  7000  gal.  Owing  to 
mixed  traffic,  possible  detentions  and  climatic  conditions,  how- 
ever, it  has  been  found  necessary  to  place  water  stations  10  to 
20  miles  apart,  usually  at  regular  stopping  points  along  the  right 
of  way. 

Purity.  —  As  the  water  is  to  be  used  principally  for  locomo- 
tive purposes,  a  sample  should  be  sent  to  the  company's  chemist 
to  be  analyzed  to  ascertain  if  it  is  suitable  for  the  purpose.  Con- 
ditions will  sometimes  make  it  necessary  to  treat  the  water 
chemically  to  render  it  soft  for  economical  boiler  service. 

The  treatment  may  be  lime  only,  when  the  hardness  is  due  to 
carbonates  of  lime  and  magnesia,  or  soda  ash  when  the  hardness 
is  due  to  sulphates  of  lime  and  magnesia.  The  method  of 
applying  these  reagents  to  the  water  may  require  a  special 
mechanical  outfit,  or  a  mixer  with  valve,  feed,  etc.,  connected 
with  the  water  supply,  can  be  so  arranged  that  every  stroke  of 
the  water  piston  may  take  in  a  desired  portion  of  the  chemical 
previously  made  ready.  To  render  the  work  efficient,  it  should 
be  closely  watched  and  supervised  by  the  company's  chemist  or 
his  assistant. 

Supply.  — When  a  municipal  water  service  is  established  and 
the  rates  are  favorable,  there  may  be  a  saving  in  obtaining  water 
by  meter  or  other  agreement.  Under  ordinary  circumstances, 
however,  the  permanent  supply  is  usually  obtained  from  arte- 
sian or  driven  wells,  or  from  a  natural  lake,  river,  or  stream,  and 
the  delivery  may  be  by  gravity  or  by  pumping,  local  conditions 
determining  the  method  employed.  A  gravity  supply  usually 
requires  a  dam  and  spill-way  for  storage  purposes.  When  the 
location  is  convenient  and  a  permanent  and  abundant  supply 


WATER  DISCHARGE. 


427 


can  be  obtained  in  a  natural  or  artificial  basin,  a  gravity  supply 
is  the  most  economical. 

EQUIVALENTS  OF  WATER  BY  WEIGHT  AND  MEASURE. 


Water. 

U.  S.  gal- 
lons. 

Imperial 
gallons. 

Cubic  feet. 

Cubic 
inches. 

Pounds. 

U.  S.  gallon  

1.00 

0.833 

0.133 

231 

8.33 

Imperial  gallon  

1.2 

1.00 

0.16 

277.274 

10.00 

Cubic  foot  

7.48 

6.23 

1.00 

1728 

62.35 

Cubic  inch 

0  0043 

0.0036 

0.00058 

1  00 

0  036 

One  pound 

0.12 

0.10 

0.16 

27.72 

1.00 

A  miner's  inch  of  water  is  approximately  equal  to  a  supply  of 
12  U.  S.  gallons  per  minute. 

TABLE  106.  —  CONVERTING  DISCHARGE  IN  SECOND-FEET  PER  SQUARE 
MILE  INTO   RUN-OFF  IN  DEPTH  IN  INCHES  OVER  THE  AREA. 


Run-off  in  inches. 


Discharge  in  second-feet 

per  square  mile. 

Iday. 

28  days. 

29  days. 

30  days. 

31  days. 

1 

0.03719 

1.041 

1.079 

1.116 

1.153 

2                           

0.07438 

2.083 

2.157 

2.231 

2.306 

3             

0.11157 

3.124 

3.236 

3.347 

3.459 

4.. 

0.14876 

4.165 

4.314 

4.463 

4.612 

5  

0.18595 

5.207 

5.393 

5.578 

5.764 

6 

0  22314 

6  248 

6.471 

6.694 

6  917 

7 

0.26033 

7.289 

7.550 

7.810 

8  070 

8 

0.29752 

8.331 

8.628 

8.926 

9.223 

9 

0.33471 

9.372 

9.707 

10.041 

10.376 

NOTE.  —  For  partial  month,  multiply  the  values  for  one  day  by  number  of  days. 

1  sec.-ft,  equals  7.48  United  States  gallons  per  second;   equals  448.8  gals, 
per  minute;  equals  646,317  gals,  for  one  day. 

sec.-ft.  for  one  year  covers  one  square  mile  1.131  ft.  or  13.572  in.  deep, 
sec.-ft.  for  one  year  equals  31,536,000  cu.  ft. 
sec.-ft.  for  one  day  equals  86,400  cu.  ft. 

,000,000,000  cu.  ft.  equals  11,570  sec.-ft.  for  one  day. 
,000,000,000  cu.  ft.  equals  414  sec.-ft.  for  one  28-day  month." 
,000,000,000  cu.  ft.  equals  399  sec.-ft.  for  one  29-day  month. 

1,000,000,000  cu.  ft.  equals  386  sec.-ft.  for  one  30-day  month. 

1,000,000,000  cu.  ft.  equals  373  sec.-ft.  for  one  31-day  month. 

1,000,000,000  United  States  gals,  per  day  equals  1.55  sec.-ft. 
100  United  States  gals,  per  minute  equals  0.223  sec.-ft. 
1  in.  deep  on  1  square  mile  equals  2,323,200  cu.  ft. 
1  in.  deep  on  1  square  mile  equals  0.0737  sec.-ft.  per  year. 

1  HP.  equals  550  ft.-lb.  per  second. 
1  HP.  equals  1  sec.-ft.  falling  8.80  ft. 
U  HP.  equals  1  Kw. 


428 


WATER  DISCHARGE. 


To  calculate  water  power  quickly: 


sec.  ft.  X  fall  in  ft. 
11 


net 


horsepower  on  water  wheels  realizing  80  per  cent  of  theoretical 
power. 

Area  of  Pipe.  —  To  find  the  area  of  a  required  pipe,  the 
volume  and  velocity  being  given,  multiply  the  number  of  cubic 
feet  of  water  by  144  and  divide  the  product  by  the  velocity  in 
feet  per  minute. 

Velocity.  —  To  find  the  velocity  in  feet  per  minute  to  dis- 
charge a  stated  number  of  gallons  per  minute  divide  the  amount 
of  discharge  in  gallons  per  minute  by  the  number  of  gallons  in 
one  lineal  foot,  or  the  number  of  gallons  per  minute  by  144,  and 
divide  by  the  area  of  pipe  in  inches. 

TABLE  107.  — NUMBER  OF  U.  S.  GALLONS  IN  ONE  LINEAL  FOOT  OF  PIPE. 


Inside  diameter  of  pipe. 

lin. 

2  in. 

site. 

3  in. 

4  in. 

Cubic  foot  

0.0055 

0.0218 

0.0341 

0.0491 

0.0873 

Gallons  per  lineal  foot  .  . 
Area,  square  inches 

0.0408 

0  785 

0.1632 
3.14 

0.2550 
4  9 

0.3673 

7  06 

0.6528 
12  56 

6  in. 

8  in. 

9  in. 

10  in. 

12  in. 

Cubic  foot  
Gallons  per  lineal  foot.  . 
Area,  square  inches  

0.1963 
1.469 

28.27 

0.3490 
2.611 
50.26 

0.4418 
3.305 
63.61 

0.5455 
4.081 

78.54 

0.7854 
5.875 
113.09 

Depth  of  Suction.  —  The  mean  pressure  of  the  atmosphere  is 
estimated  at  14.7  Ib.  per  square  inch.  With  a  perfect  vacuum 
at  sea  level  it  will  therefore  sustain  a  column  of  mercury  29.9  in., 
or  a  column  of  water  33.9  ft.  high.  This  is  the  theoretical 
height  that  a  perfect  pump  would  draw  water.  Owing  to  air 
in  the  water,  valve  leakage,  etc.,  the  actual  height  in  practice 
seldom  exceeds  20  ft.,  and  the  velocity  through  the  suction 
pipe  should  not  exceed  200  ft.  per  minute,  as  the  resistance  of 
suction  will  be  too  great.  To  obviate  this  tendency  the  suction 
pipe  is  usually  one  or  two  sizes  larger  than  the  delivery  or  dis- 
charge pipe. 

Service  Pipe.  —  Steel,  cast-iron,  plain  wrought-iron,  wood  and 
galvanized  iron  pipe  are  used  extensively;  cast  iron  is  the  most 


SERVICE  ^  CONNECTION. 


429 


durable  and  reliable  for  underground  service,  and  above  ground 
plain  wrought-iron  pipe.  In  many  situations  wood  pipe  may  be 
quite  satisfactory. 

The  depth  to  which  pipe  should  be  placed  in  the  ground 
should  be  sufficient  to  avoid  injury  from  frost,  usually  4  to  5  ft. 
A  water  main  laid  in  a  rock-cut  trench  is  less  liable  to  freeze  up 
if  covered  with  broken  stones. 


TABLE 


J.  —  APPROXIMATE  COMPARATIVE  COST  PER  FOOT  OF 
DIFFERENT  PIPES. 


Size  of  pipe. 

6  in. 

8  in. 

10  in. 

12  in. 

Wood  pipe,  wire  wound,  uncoated 

$0  32 

$0  40 

$0  50 

$0  65 

Wood  pipe,  wire  wound,  asphalted 

0  34 

0  42 

0  52 

0  67 

Wood  pipe,  wire  wound,  burlapped 

0  40 

0  50 

0  60 

0.75 

Iron  pipe,  cast     

0  63 

0  93 

1  28 

1.66 

Steel  pipe,  lap  welded,  burlapped  
Iron  wrought.  . 

0.76 
0.93 

1.05 
1.41 

1.60 
2.00 

2.10 
2.45 

Service  Connections.  —  The  discharge  pipe  should  enter  the 
water  tank  at  the  bottom,  as  it  reduces  the  head  and  takes  less 
power  than  feeding  it  from  the  top. 

Provide  a  check  valve  in  delivery  pipe  and  a  waste  cock  in  the 
discharge  chamber  so  that  air  may  be  expelled,  a  stop  valve  for 
shutting  off  the  back  pressure  so  that  the  pump  can  be  opened 
for  inspection. 

Set  up  the  pump  on  solid  foundation  of  concrete;  wood  is 
liable  to  rot  and  cause  leaky  joints.  To  obviate  jar  or  vibration, 
use  expansion  bolts  to  anchor  the  pump. 

Arrange  the  steam  pipe  feed  so  that  the  water  of  condensation 
will  drip  away  from  the  pump  when  not  in  use,  and  insert  drip 
cock. 

An  air  chamber  on  the  suction  pipe  will  make  the  pump  work 
smoother  at  moderate  speed,  and  is  advisable,  as  it  prevents 
pounding  or  water  hammer;  in  high  lifts  it  is  a  necessity. 

Unless  the  suction  lift  and  length  of  supply  pipe  are  moder- 
ate, a  foot  valve  and  strainer  are  also  advised  for  all  pumps 
raising  water  by  suction. 

The  foot  valve  is  placed  at  the  bottom  of  the  suction  pipe  and 
holds  the  priming. 


430 


COST  OF  INSTALLING  PIPE. 


The  suction  pipe  must  be  entirely  free  from  all  leakage. 

Lay  suction  pipes  with  a  uniform  grade  from  the  pump  to  the 
source  of  supply,  and  avoid  air  pockets.  All  pipes  should  be  as 
direct  as  possible;  use  full  round  bends  for  elbows  and  Y's  for 
tees. 

Wrought-iron  and  Steel  Pipes.  —  All  wrought-iron  and  steel 
pipes  must  be  equal  in  quality  to  "  standard." 

The  pipes  shall  not  be  less  than  the  following  average  thick- 
ness and  weight  per  lineal  foot;  supplied  in  random  lengths 
with  threads  and  couplings. 


TABLE  109.  —  APPROXIMATE  COST  AND  WEIGHT  OF  WROUGHT-IRON   PIPES. 


Inside 
size  of 
pipe. 

Thick- 
ness. 

Normal 
weight  per 
lineal  foot. 

Approx. 
cost  per 
100  feet. 

Approx. 
cost  per 
lineal 
foot. 

Inside 
size  of 
pipe. 

Thick- 
ness. 

Normal 
weight  per 
lineal  foot. 

Approx. 
cost  per 
100  feet. 

Approx. 
cost  per 
'  lineal 
foot. 

In. 
1 

In. 
0.13 

Lb. 
1.67 

$6.00 

$0.06 

In. 

5 

In. 
0.25 

Lb. 
14.50 

$72.00 

$0.72 

H 

0.14 

2.68 

9.00 

0.09 

6 

0.28 

18.76 

93.00 

0.93 

2 

0.15 

3.61 

13.00 

0.13 

7 

0.30 

23.27 

116.00 

1.16 

2* 

0.20 

5.74 

23.00 

0.23 

8 

0.32 

28.18 

141.00 

1.41 

3 

0.21 

7.54 

30.00 

0.30 

9 

0.34 

33.70 

168.70 

1.68 

3* 

0.22 

9.00 

45.00 

0.45 

10 

0.36 

40.00 

200.00 

2.00 

4 

0.23 

10.66 

54.00 

0.54 

11 

0.37 

45.00 

225.00 

2.25 

4£ 

0.24 

12.49 

63.00 

0.63 

12 

0.37 

49.00 

245.00 

2.45 

Cast-iron  Pipes.  —  All  cast-iron  pipe  and  fittings  must  be  un- 
coated,  sound,  cylindrical  and  smooth,  free  from  cracks,  sand 
holes,  and  other  defects,  and  of  a  uniform  thickness  and  of  a 
grade  known  in  commerce  as  "  extra  heavy,"  cast  in  lengths  to 
lay  twelve  feet,  with  bell  and  spigot  joints,  and  to  withstand  a 
static  pressure  of  not  less  than  130  Ib.  per  square  inch. 

Joints.  —  All  joints  must  be  made  with  picked  oakum  and 
molten  lead  and  made  water-tight.  For  estimating,  take  1J  Ib. 
of  soft  pig  lead  for  each  joint  for  each  inch  in  the  diameter  of 
the  pipe,  and  1  oz.  of  oakum  for  each  joint  for  each  inch  in  the 
diameter  of  the  pipe. 

The  average  total  cost  per  foot  for  installing  cast-iron  water 
mains,  depth  of  trench  5  feet,  from  4  inches  to  24  inches  in  diameter, 
is  given  in  Table  110,  page  431. 


COST  OF  INSTALLING  PIPE. 


431 


Approximate  Cost  of  Installing  Cast-iron  Water  Mains  (4-in.  to  24-in.  Pipes). 

Pipes  (cast)  in  12  ft.  lengths  F.  O.  B.  cars $25  to  $35  per  ton 

(See  table  for  weights.) 

Loading  and  hauling: 

Loading  from  cars  to  wagons 5    to  30ff  per  ton 

Unloading  from  wagons  at  site 2£  to  15ff  per  ton 

Lost  time  by  teams  (loading  and  unloading) 2|  to  15f£  per  ton 

Total 10    to  00  i  per  ton 

Hauling  (2-ton  loads)  per  mile 9    to  21ff  per  ton  mile 

Trenching: 

Excavation  5  ft.  deep  and  21  in.  wider  than  diameter  of 
pipe,  bell  holes  dug  out  just  before  laying  pipe. 

Excavation,  ordinary  earth  per  cu.  yd $0 . 20  to  $0 . 50 

medium  gravel  per  cu.  yd 0 . 30  to    0 . 60 

cemented  gravel  per  cu.  yd 0 . 75  to    1 . 00 

boulders  and  hard  pan  per  cu.  yd 1 . 25  to    1 . 50 

loose  rock  and  hard  pan  per  cu.  yd 1 . 75  to    2 . 00 

solid  rock  and  hard  pan  per  cu.  yd 2.25  to    3.50 

Laying  (including  caulking)  per  lin.  ft 0.05  to    0. 30 

Backfilling  (including  puddling)  per  cu.  yd 0.05  to    0.20 

Miscellaneous.     10  per  cent  to  take  care  of  overhead 
charges,  supervision  and  contingencies,  etc. 


TABLE  110.  — AVERAGE  TOTAL  COST  PER  FOOT' INSTALLING  CAST-IRON 
WATER  MAINS. 


Size  of 
pipes. 


4 
6 

8 
10 
12 
14 
16 
18 
20 
24 


Weight  per 
ft*  Ibs 


22 
36 
53 
73 

95 
119 
147 
176 
208 
282 


Cost  of  pipe 
at  $35  per 
ton  deliv'd 


$0.39 
0.63 
0.93 


1.28 
1.66 
2.09 
2.57 
3.08 
3.64 
4.93 


Loading 

and 
hauling. 


$0.01 
0.02 
0.03 
0.04 
0.05 
0.06 
0.08 
0.09 
0.12 
0.14 


Excav.  and 

backfill. 


$0.18 
0.21 
0.24 
0.27 
0.30 
0.33 
0.36 
0.39 
0.42 
0.45 


Laying  and 
jointing. 


$0.05 
0.08 
0.10 
0.13 
0.15 
0.18 
0.20 
0.23 
0.25 
0.30 


Miscella- 


$0.07 
0.11 
0.15 
0.18 
0.19 
0.24 
0.29 
0.36 
0.47 
0.58 


Total 
cost  per 
lin.  ft. 


$0.70 

1.05 
1.45 
1.90 
2.35 
2.90 
3.50 
4.15 
4.90 
6.40 


The  above  prices  are  for  pipe  laid  in  a  5-foot  trench.  For  ap- 
proximate weight,  thickness  and  dimension  of  cast-iron  pipe,  see 
Tables  111,  112,  113  and  114,  pages  432,  433,  434  and  435. 


432      WEIGHT  AND  DIMENSIONS  OF  CAST  IRON  PIPE. 

TABLE  111.  —  APPROXIMATE  WEIGHT,  THICKNESS  AND  DIMENSIONS  OF 

CAST-IRON  PIPE  FOR  WATER. 

300  foot  head,  130  pounds  pressure. 


Hub  and  Spigot  Pipe  for  Lead  Joints. 


Diameter 

Thickness 

Inside  dia.  of  hub 
Depth  of  hub  inside 


Length  from  end 
of  spigot  to  in- 
side of  hub . 


Wt.  per  running  ft. 
Weight  per  length. 


In. 
3 

j 


Ft. 


Lb. 

16 
192 


In. 


Ft. 


Lb. 

20 
240 


In. 
6 

rf 

ftj 

Ft. 


Lb. 

30 

360 


In. 


Ft. 


Lb. 
45 
540 


In. 
10 


Ft. 


Lb. 
65 

780 


In. 

In. 

In. 

In. 

In. 

12 

14 

16 

18 

20 

H 

| 

Is 

la 

14| 

16j 

18f 

20f 

22; 

4 

4£ 

4£ 

4£ 

Ft. 

Ft. 

Ft. 

Ft. 

Ft. 

12 

12 

12 

12 

12 

Lb. 

Lb. 

Lb. 

Lb. 

Lb. 

85 

110 

135 

175 

200 

1020 

1320 

1620 

2100 

2400 

In. 

24  7 

26| 
5 

Ft. 


Lb. 

265 

3180 


In. 

30 


Ft. 


12 

Lb. 

375 
4500 


In. 

36 


5! 

si 


Lb. 
480 
5760 


APPROXIMATE  WEIGHT  OF 
PLUGS. 

APPROXIMATE  WEIGHT  OF 

SLEEVES. 

APPROXIMATE  WEIGHT  OF  CAPS. 

In. 

Lb. 

In. 

Lb. 

In. 

Lb. 

3 

6 

3 

35 

3 

11 

4 

7 

4 

45 

4 

14 

6 

12 

6 

57 

6 

27 

8 

29 

8 

72 

8 

38 

0 

60 

10 

127 

10 

75 

2 

70 

12 

190 

12 

85 

Reducer. 


Increaser. 


APPROXIMATE  WEIGHT  AND  DIMENSIONS  OF 
REDUCERS. 


APPROXIMATE  WEIGHT  AND  DIMENSIONS  OF 
INCREASERS. 


Size. 

Weight. 

Length  over 
all. 

Size. 

Weight. 

Length  over 
all. 

In.  In. 

Lb. 

Ft.  In. 

In.   In. 

Lb. 

Ft.  In. 

3to  2 

23 

2  6 

2  to  3 

25 

2  6 

4  '  3 

78 

2  9 

3    4 

84 

2  9 

6  '  3 

81 

2  10 

3    6 

90 

2  10 

6  '  4 

96 

2  8 

4    6 

105 

2  8 

8  '  4 

155 

2  7 

4    8 

164 

2  7 

8   6 

165 

3  2 

6    8 

175 

3  2 

10   4 

185 

3  0 

8   10 

246 

3  2 

10   6 

190 

3  0 

6   10 

220 

3  0 

10   8 

195 

3  1 

4   10 

200 

3  0 

12   4 

230 

3  10 

4   12 

250 

3  10 

12    6 

260 

3  10 

6   12 

275 

3  10 

12   8 

275 

3  6 

8   12 

300 

3  6 

12   10 

280 

3  6 

10   12 

315 

3  6 

WEIGHTS  AND   DIMENSIONS  OF  BENDS. 


433 


TABLE  112.  —  APPROXIMATE  WEIGHT  AND  DIMENSIONS  OF  STANDARD 
I  OR  90°  BENDS. 


Standard  ^  or  90°  Bend. 


Bend,  Double  Hub. 


Size. 

Weight. 

Length  from 
outside  of 
spigot  to  center 
of  pipe. 

Length  from 
outside  of 
hub  to 
center  of 
pipe. 

Size. 

Weight. 

Length  from 
outside  of 
spigot  to  center 
of  pipe. 

Length  from 
outside  of 
hub  to 
center  of 
pipe. 

In. 

Lb. 

Ft.    In. 

Ft.    In. 

In. 

Lb. 

Ft.     In. 

Ft.    In. 

3 

38 

1      7 

81 

8 

225 

2    7 

1     2* 

4 

61 

1      6 

10| 

10 

422 

2  10 

2    4 

6 

107 

2     1 

111 

12 

480 

3    0 

2    8 

or  221°  Bend. 


WEIGHT  OF  STANDARD  J  OR  45°  BENDS. 


WEIGHT  OF  STANDARD  fs  OR  22  J°  BENDS. 


Size. 

Weight. 

Size. 

Weight. 

In. 

Lb. 

In. 

Lb. 

3 

37 

3 

36 

4 

60 

4 

61 

6 

104 

6 

109 

8 

190 

8 

161 

10 

260 

10 

257 

12 

285 

12 

290 

Weights  are  for  bends  with  hub  and  spigot.  If  double  hubs, 
weights  will  be  about  the  same  and  the  second  column  of  dimen- 
sions will  apply  for  length  of  quarter  bends. 

One  thirty-second  or  11J0  bends  and  &  or  5|°  bends  are  special 
and  patterns  only  are  usually  kept  in  stock. 


434  WEIGHTS  AND  DIMENSIONS  OF  TEES. 

TABLE  113.  —  APPROXIMATE  WEIGHTS  AND   DIMENSIONS  OF  TEES. 


Tee  with  Two  Hubs  and  One  Spigot. 


Tee  with  Three  Hub  Ends. 


Size. 

Weight. 

Length  over  all. 

Length  of  branch  over 
all  from  center  of  pipe. 

In. 

In. 

Lb. 

Ft. 

In. 

In. 

3  off 

3 

82 

3 

0 

104 

3 

6 

130 

3 

0 

10^ 

3 

8 

180 

3 

0 

10 

3 

10 

250 

3 

0 

10| 

4 

4 

97 

2 

5| 

9| 

4 

6 

165 

3 

0 

m 

4 

8 

195 

3 

0 

10 

4 
4 

10 
12 

265 
345 

3 
3 

0 
0 

10i 

111 

8 

6 

175 

3 

0 

10 

6 

8 

210 

3 

0 

10 

6 

10 

250 

3 

0 

10| 

6 

12 

350 

3 

0 

111 

8 

8 

220 

3 

0 

10 

8 

10 

270 

3 

0 

104 

8 

12 

372 

3 

0 

11^ 

10 

10 

305 

3 

0 

11- 

10 

12 

385 

3 

0 

12- 

12 

12 

392 

3 

0 

12- 

16 

16 

720 

4 

6 

16 

16 

20 

1240 

4 

6 

16 

APPROXIMATE  WEIGHT  AND 

DIMENSIONS  OF  "GLOBE"  TEES. 

Weight. 

Length  of 

Size. 

Length  over 
all. 

branch  over  all 
from  center  of 

H 

pipe. 

I  i  'jTj    it 

iff 

In.         In. 

Lb. 

Ft.     In. 

In. 

Ljyj_ 
«-.        /^^^^ 

H 

4  off    4 

128 

1   8 

10 

BBlf^ 

J\™ 

4          6 

138 

1  8 

10 

nrff 

1 

4          8 

330 

1  8 

10 

U 

1 

4        10 

352 

2  4 

12| 

alPe,     ._: 

f 

4        12 

440 

2  4 

14 

6          6 

149 

1  8 

10 

Jjp_  "ij 

i 

6          8 

198 

1  8 

10 

CSf5^ 

P 

6        10 

365 

2  4 

12| 

Globe  Tee, 

Three 

6        12 

8          8 

460 
195 

2  4 

1  8 

14 
9£ 

Hub  Ends. 

8        10 

362 

2  4 

14 

8        12 

476 

24 

14 

10        10 

394 

2  4 

14 

10        12 

485 

2  4 

14 

12        12 

490 

2  4 

14 

WEIGHTS  AND  DIMENSIONS  OF  CROSSES. 


435 


TABLE  114.  — APPROXIMATE  WEIGHT  AND  DIMENSIONS  OF  CROSSES. 


Cross  with  Three  Hubs  and 
One  Spigot. 


Cross  with  Four  Hubs. 


Size. 

Weight, 

Length  over  all. 

Length  over  branches, 
inside  of  hubs. 

In. 

In. 

Lb. 

Ft. 

In. 

In. 

3  off 

3 

102 

2 

8 

8 

3    " 

4 

108 

2 

8 

8 

3   " 

6 

190 

3 

0 

12 

4   " 

4 

130 

2 

8 

12 

4  " 

6 

208 

3 

0 

14 

4  " 

8 

217 

3 

0 

13 

4  " 

10 

274 

3 

0 

14 

4   " 

12 

365 

3 

0 

16 

6  " 

6 

215 

3 

0 

13 

6   " 

8 

245 

3 

0 

13 

6   " 

10 

300 

3 

0 

14 

6   " 

12 

350 

3 

0 

16 

8  " 

8 

285 

3 

0 

13 

8  " 

10 

365 

3 

0 

14 

8   " 

12 

370 

3 

0 

16 

10   " 

10 

360 

3 

0 

16 

10   " 

12 

380 

3 

0 

18 

12   " 

12 

405 

3 

0 

18 

436  WATER  TANKS. 

Railroad  Water  Tanks. 

Water  Tanks.  —  The  capacity  of  the  ordinary  standard  tank 
is  from  60,000  to  100,000  gal.  There  is  a  tendency,  however, 
towards  very  much  larger  tanks,  and  on  many  roads  the  stand- 
ard includes  tanks  100,000  to  200,000  gal.,  particularly  at 
engine  terminals. 

The  tank  should  be  large  enough  to  supply  the  demand  for 
water  without  continuous  pumping,  or  where  a  large  number 
of  engines  take  water  within  a  limited  time,  roadside  tanks 
should  also  be  large  enough  so  that  it  is  not  necessary  to  employ 
night  pumpers. 

It  is  now  quite  common  practice  to  erect  the  water  tank 
remote  from  the  tracks  and  to  deliver  through  underground 
pipes  to  standpipes  or  water  columns,  and  as  it  is  desirable  to 
deliver  the  water  to  the  engines  in  the  least  possible  time,  the 
pipe  and  head  of  water  should  be  large  enough  to  give  the  re- 
quired discharge  in  the  time  desired. 

The  usual  height  of  tank  for  locomotive  supply  is  20  ft.  from 
top  of  rail  to  bottom  of  tank  and  the  discharge  in  United  States 
gallons  per  minute  from  water  tank  to  standpipe  for  various 
sizes  of  supply  pipes,  1000  ft.  in  length,  and  two  different  types 
of  standpipes  are  given  in  the  following  Table  115. 

A  tank  with  from  16  to  20  ft.  of  water  and  a  12-in.  standpipe 
with  1000  ft.  of  14-in.  supply  pipe  will  deliver  from  3500  to 
4000  gal.  per  minute. 

The  tanks  are  usually  built  of  wood  although  steeFtanks  are 
being  used  to  a  large  extent.  According  to  the  American  Rail- 
way Bridge  and  Building  Association,  the  average  life  of  the 
various  timbers  entering  into  the  construction  of  water  tanks 
is  about  as  follows,  provided  the  most  rigid  specifications  and 
inspection  be  adhered  to: 

Cypress 40  years 

Redwood 30  years 

Cedar 30  years 

White  pine 20  years 

Douglas  fir 16  years 

The  tank  staves  are  usually  6  to  8  in.  wide  and  uniform  from 
end  to  end,  and  3  in.  thick  with  edges  accurately  planed  on 


WATER  DISCHARGE  FROM   TANKS. 


437 


radial  lines  from  the  center  of  the  tub;  the  croze  in  each  stave 
should  be  3  in.  in  the  clear  from  end  of  stave  with  f-in.  gain, 
accurately  cut  to  uniform  dimensions  on  one  circle  for  all  staves. 
Three  1-in.  dowel  pins  made  of  the  same  material  as  the  staves 
should  be  furnished  with  each  stave  and  the  staves  bored  for 
dowels. 

TABLE  115. 


10' 

Telescophic 
Standpipe 


WATER  DISCHARGE  FROM  TANK  TO  STANDPIPE 


Discharge  in  U.S.  Gallons  per  Minute 
From  Water  Tank  to  Standpipe 
For  Various  Supply  pipes  1000  ft.  I?. 


10 

Rigid 
Standpipe 


Supply  Pipe 


10' 


12* 


Top  of  Tank . 


10' 


12' 


2600 


fctt 


943 


1000 


2430 


1377 


886 


1550 


751 


1450 


1922 


800 


1350 


2008 


1300 


1923 


_588_ 


554 


915 


23 


1585 


1250 


1050 


1500 


IN 


Top  of  Rail  «>j, 


-1000- 


-1000-^- 


5_-I~r ~'j 


438 


WOODEN  TANKS. 


The  floor  or  bottom  of  tank  is  usually  3  in.  thick  of  8-  to  12-in. 
plank  full  length  without  splicing  and  every  joint  machine- 
made.  The  planks  should  be  joined  by  1-in.  dowel  pins  about 
30-in.  centers. 

The  hoop  bands  around  the  tank  are  usually  flat,  although 
round  hoops  are  coming  into  general  use  and  oval  or  half  round 
hoops  are  also  used  to  some  extent.  The  band  iron  lugs  are 
usually  fastened  to  the  hoops  by  rivets  or  a  single-  or  double- 
bolt  cast  lug  connection  is  used.  The  hoop  should  be  of  wrought 
iron  rather  than  steel. 

The  frame  or  tower  for  a  wood  tank  is  commonly  a  twelve- 
post  structure  of  12"  X  12"  timber  braced  according  to  height. 

Usually  the  tank  is  roofed  over  and  the  supply  and  discharge 
pipes  are  enclosed  and  insulated.  In  cold  climates  the  tower  is 
housed  in  and  a  small  stove  is  installed,  the  stove  pipe  extending 
up  through  the  tank.  In  some  cases  the  entire  tank  is  housed 
in,  as  shown  in  Fig.  209. 

A  50,000-gal.  tank  with  steel  substructure,  recommended  by 
the  A.  R.  E.  A.,  is  shown  in  Fig.  207.  The  approximate  average 
cost  is  about  $2500. 


TABLE  116.  —  APPROXIMATE  COST  OF  WATER  TANKS  COMPLETE;    FOR 
TOWERS  20  FEET  HIGH  FROM  RAIL  TO  TANK  FLOOR. 


Approximate 
capacity  in 
U.  S.  gallons. 

Height  tank 
staves. 

Diameter 
tank. 

Semi-enclosed, 
wood. 
Fig.  208a. 

Semi-enclosed, 
masonry. 
Fig.  208b. 

Enclosed 
tanks,  wood. 
Fig.  208c. 

Ft. 

Ft. 

10,000 

10 

14! 

$1000-1200 

20,000 

12 

18 

1200-1500 

30,000 

14 

21 

1500-1800 

$1500-1700 

$1800-2100 

40,000 

16 

22 

1800-2200 

2200-2600 

2300-2800 

50,000 

16 

25 

2600-3000 

3000-3500 

3300-3800 

60,000 

16 

27 

3500-3800 

3800-4300 

4300-4800 

NOTE.  —  In  the  above  cost  no  allowance  is  made  for  supply  pipes,  waste  and  drainage;  these 
generally  are  included  in  the  estimate  of  water  supply. 


WOODEN   TANKS. 


439 


.Copper  or  G»lv.  Iron  Cap 


2V*      See  Specifications  for  Detail  Requirements 


Fig.  207.     A.  R.  E.  A.  Recommended  Wooden  Tank.     Capacity 
50,000  U.  S.  Gallons. 


440 


C.  P.  R.  WOODEN   TANKS. 


Fig.  208a. 


Fig.  208c. 
Water  Tanks- 


C.  P.  R.  WOODEN   TANKS.  441 

The  C.  P.  R.  standard  enclosed  type  of  water  tank  illustrated, 
Fig.  209,  is  used  at  points  where  climatic  conditions  are  severe, 
and  where  it  is  necessary  to  provide  protection  for  winter 
service. 

A  concrete  foundation  supports  a  12-post  structure  and  an  or- 
dinary water  tank;  around  this  is  built  a  frame  enclosure  which 
is  roofed  in  and  double  sheathed  on  the  outside,  and  a  stove  is 
generally  provided  for  heating  purposes. 

The  approximate  cost  of  this  structure  is  about  $3500,  complete 
in  place. 

A  brief  description  of  a  50,000-gal.  enclosed  water  tank,  the 
C.  P.  R.  standard,  is  as  follows: 

Foundations.  —  Masonry  or  concrete  piers  under  each  post, 
1  ft.  6  in.  square  at  top  and  4  ft.  square  at  bottom,  depth  5  ft. 
The  piers  of  the  outer  posts  are  extended  to  catch  the  founda- 
tion sills  of  the  housing. 

Posts.  —  Outer  12"  X  12",  inner  12"  X  16"  upright,  well 
braced  and  tied  with  rods,  12"  X  12"  framing  and  12"  X  16" 
cross  beams,  with  oak  corbels  at  top  of  posts  and  4"  X  12" 
joists  over,  covered  with  3-in.  plank. 

Tub.  —  16-ft.  staves,  bottom  outside  diameter  24  ft.,  top  out- 
side diameter  23  ft.,  cedar  staves  3  in.  thick  with  iron  bands  at 
varying  intervals  on  the  outside. 

Housing.  —  The  housing  consists  in  building  an  ordinary  frame 
structure  around  the  tank,  supported  on  cedar  sills  resting  on 
the  foundation  piers.  The  walls  are  octagon-shaped,  set  back 
to  get  18  in.  clear  at  the  tub,  studs  2"  X  6"  at  2-ft.  centers, 
doubled  at  corners,  with  4"  X  6"  wall  plates,  and  2"  X  6" 
stiffeners,  and  double  boarding  on  the  outside  with  building 
paper  between.  The  roof  is  made  of  2"  X  6"  rafters  and  ties, 
covered  on  the  outside  with  T.  &  G.  boarding  and  shingles  or 
ready  roofing  on  top.  The  frame  is  held  to  the  main  posts  of 
the  tank  with  2"  X  6"  braces. 

Fixtures.  —  The  fixtures  consist  of  a  tank  valve  and  outlet 
pipe  with  elbow,  to  which  is  attached  a  sway  pipe  with  hold- 
fasts, pull  chain,  hangers,  counterweights,  sheaves,  eyebolts, 
guide  pipes,  valve  rod,  indicator,  pulley,  chains,  sheaves  and 
float. 


442 


C.  P.  R.  STANDARD  WOODEN  TANKS. 


~! If 

_     n»K  i°  »P!8  »3n»o } 


Cti 


C.  P.  R.  STANDARD  WOODEN  TANKS. 


443 


Bolta  H.  H 
Hook  Bolt  P 
SUIlJ-Bolt  A 


••ivHi-.'.''*--: 
So.llA  Sid.  DOOM 

SECTION  B.B  SECTION  C.C 

Fig.  209  (Continued).    C.  P.  R.  Standard  Water  Tank.    Capacity 
50,000  U,  S.  Gallons. 


444 


COST  OF  WATER  TANKS. 


The  approximate  cost  of  a  number  of  water  storage  tanks 
obtained  from  12  railroads  as  given  by  the  A.  R.  E.  A.  are  as 
follows : 

TABLE  117.  — APPROXIMATE    COST    OF    WATER   TANKS. 


No. 

Rated 
capacity, 
gals. 

Construction  materials. 

Costs  (approx.  average). 

Foundation. 

Tower. 

Tank. 

Foun- 
dation. 

Super- 

struc. 

Total. 

PerM. 
gal. 

1 

10,000 

Concrete.... 

18'  timber  

Wood 

$  75 

$  660 

$  735 

$73.50 

2 

30,000 

Concrete  

13'  timber  

Wood 

120 

1150 

1270 

42.33 

3 

32,000 

Stone.  :  

18'  timber  

Wood 

195 

1102 

1297 

40.53 

4 

47,000 

Concrete  .... 

Timber  

Wood 

497 

1665 

2162 

46.00 

5 

47,000 

Concrete.  .  .  . 

Timber  

Wood 

248 

2008 

2256 

48.00 

6 

47,300 

Stone  

18'  timber  

Wood 

438 

1312 

1750 

37.00 

7 

48,600 

Stone  

18'  timber  

Wood 

400 

1204 

1604 

33.00 

8 

48,600 

Piles  

18'  timber  

Wood 

95 

1266 

1361 

28.00 

9 

50,000 

Concrete  .... 

16'  timber  

Wood 

396 

1404 

1800 

36.00 

10 

50,000 

Concrete  

32'  timber  

Wood 

420 

1680 

2100 

42.00 

11 

50,000 

Concrete  .... 

Timber  

Wood 

200 

1300 

1500 

30.00 

12 

50,000 

Concrete  .... 

22'  timber  

Wood 

196 

1204 

1400 

28.00 

13 

50,000 

Concrete  .... 

12'  timber  

Wood 

300 

1200 

1500 

30.00 

14 

50,000 

Concrete  

17'  timber  

Wood 

312 

1488 

1800 

36.00 

15 

50,000 

Concrete  

27'  timber  

Wood 

312 

1688 

2000 

40.00 

16 

50,000 

Concrete  .... 

16'  steel  

Wood 

255 

2095 

2350 

47.00 

17  ' 

50,000 

Concrete  

32'  steel  

Wood 

275 

2475 

2750 

55.00 

18 

50,000 

Concrete  

Steel  

Wood 

424 

1704 

2128 

42.56 

19 

47,000 

Concrete  

Brick  

Wood 

730 

2466 

3196 

68.00 

20 

47,000 

Concrete  .... 

Brick  

Wood 

1952 

2466 

4418 

94.00 

21 

50,000 

Concrete  

Brick  

Wood 

*1300 

1200 

2500 

50.00 

22 

100,000 

Concrete  

Steel  

Wood 

900 

2100 

3000 

30.00 

23 

50,000 

Concrete  

16'  steel  

Steel 

255 

2295 

2550 

51.00 

24 

50,000 

Concrete  .... 

32'  steel  

Steel 

265 

2685 

2950 

59.00 

25 

65,000 

Concrete  .... 

Steel  

Steel 

308 

2238 

2546 

39.17 

26 

165,000 

Concrete  

None  

Steel 

t586 

1987 

2573 

39.59 

27 

tes.ooo 

Concrete.... 

None  

Steel 

1869 

1987 

2856 

43.94 

28 

100,000 

Concrete  

Steel  

Steel 

700 

2800 

3500 

35.00 

29 

t!65,000 

Concrete  .... 

None  

Steel 

t586 

4228 

4814 

29.18 

30 

tI65,000 

Concrete  

None  

Steel 

t869 

4228 

5097 

30.89 

*  No.  21  —  Foundation  cost  includes  tower. 

t  Nos.  26,  27,  29  and  30;   standpipe  type  capacity  above  the  twelve-foot  line.    Costs  are  for 
warm  and  cold  climates  respectively. 


PUMP  LOCATION  UNDER  TANK. 


445 


In  some  locations  it  is  convenient  to  place  the  pumping  outfit 
in  the  enclosure  under  the  tank,  and  when  this  is  done  the  layout 
as  shown  on  Fig.  210  is  usually  adopted,  when  the  enclosed 
type  of  tank  is  used. 


Note:-Height  of  coal  supported  by 
Studding,  should  be  limited 
to  4' 0"  to  avoid  bulging  of 


SECTION  A-A 


Fig.  210. 


In  many  situations  it  is  often  desirable  to  place  the  tank  away 
from  the  track  and  to  feed  to  the  locomotive  through  a  standpipe. 
The  discharge  in  U  S.  gallons  per  minute  from  water  tank  to 
standpipe  for  various  supply  pipes  is  given  in  Table  115,  page  437. 


446  STEEL  TANKS. 

Steel  Tanks. 

The  necessity  for  tanks  of  large  capacity  and  the  scarcity  and 
high  cost  of  select  timber  for  wooden  tanks  has  brought  about 
the  development  of  the  steel  tank. 

The  conical  bottom  type  of  steel  tank,  Fig.  212,  on  account 
of  its  adaptability  to  act  as  a  settling  basin  for  the  purpose  of 
precipitating  matter  carried  in  suspension,  and  the  ease  with 
which  the  resultant  sludge  can  be  washed  out  without  inter- 
rupting service,  has  made  it  very  satisfactory  for  railway  water 
supply  storage  and  a  number  of  roads  have  adopted  this  type 
of  tank  as  standard. 

The  design  combines  strength,  durability  and  pleasing  appear- 
ance. All  surfaces,  both  inside  and  outside,  are  open  for  in- 
spection, and  are  easily  accessible  for  painting. 

The  tank  is  built  of  large  diameter,  and  shallow  depth,  so  as 
to  reduce  the  variation  in  pressure  to  the  lowest  practical  limits. 
The  large  riser  acts  as  an  inlet  pipe  to  the  tank  and  also  as  a 
settling  basin  for  any  sediment  in  the  water.  It  is  equipped  at 
the  extreme  bottom  with  a  washout  valve,  so  that  the  sediment 
can  be  washed  out  at  any  time  without  emptying  the  tank  and 
interrupting  its  service.  The  outlet  pipe  extends  several  feet 
above  the  bottom  of  the  large  riser  so  that  only  clear  water  is 
drawn  off.  The  riser  pipe  is  made  large  enough  so  as  to  pre- 
vent freezing  under  regular  working  conditions,  and  eliminates 
under  ordinary  conditions  the  need  of  any  temporary  wooden 
frost  casing.  The  fact  that  the  large  riser  is  riveted  directly 
to  the  flexible  tank  bottom  obviates  the  need  of  any  expansion 
joint. 

For  locations  where  the  temperature  will  fall  below  20  de- 
grees below  zero  or  for  isolated  cases  where  the  service  is  inter- 
mittent and  irregular,  the  use  of  a  stove  is  recommended  for 
heating  the  tank.  This  can  be  accomplished  by  raising  the 
bottom  of  the  large  riser  about  7  ft.  6  in.,  which  will  provide 
sufficient  space  for  the  heating  stove;  around  this  space  a 
double  wooden  frost  casing  should  be  provided  extending  from 
the  top  of  the  center  foundation  pier  to  the  tank  bottom.  The 
casing  would  consist  of  two  thicknesses  of  f-in.  boards  and  two 
layers  of  heavy  tarred  roofing  felt  with  a  4-in.  dead  air  space 


COST  OF  STEEL  TANKS. 


447 


outside  the  steel  riser.  The  stove  pipe  would  extend  from  the 
raised  bottom  of  the  large  riser  up  through  the  tank  to  about 
1  ft.  6  in.  above  the  apex  of  the  roof. 

In  addition  to  the  stove  pipe  there  "are  two  additional  pipes 
run  through  the  tank  to  convey  the  intense  hot  air  from  the 
stove  in  the  lower  portion  to  the  roof  portion  of  the  tank,  and  to 
conserve  this  heat  as  much  as  possible  the  roof  is  insulated  in- 


Indicator 


Fig.  211. 

side  with  double  boarding  and  tar  paper  between;  the  lower 
chamber  under  the  tank  is  also  insulated  in  the  same  manner. 
(Fig.  211.) 

An  ice  fender  is  used  to  protect  the  valve  from  being  jammed 
or  damaged  by  floating  ice,  when  locomotives  are  taking  water. 

Cost  of  Steel  Water  Tanks.  —  The  cost  of  the  steel  tanks  will 
vary  according  to  location,  the  distance  it  has  to  be  transported, 
and  the  kind  of  labor  available.  For  ordinary  conditions,  the 
following  prices  for  various  sizes  of  tanks  are  a  fair  average: 


448 


50,000-GALLON   STEEL  TANK. 


6  Blow-off  Valve 


Lead  Joint 


Fig.  212.     Capacity  50,000  U.  S.  Gal.     22  Ft.  Diam. 

TABLE   118. —  COST  OF  STEEL  WATER  TANKS. 
(Height  from  top  of  rail  to  valve  outlet  on  tank  20  ft.) 


Capacity  of 
tank,     U.  S. 
gallons. 

Cost  of  tank 
and  founda- 
tion. 

10-in.  spout 
and  outlet 
fixtures. 

If  large  riser  is 
frost  cased. 

Engineering 
and  contingen- 
cies. 

Total 
cost. 

50,000 

$2600 

$150 

$175 

$275 

$3200 

60,000 

2860 

150 

175 

315 

3500 

70,000 

3100 

150 

175 

370 

3800 

80,000 

3415 

150 

175 

360 

4100 

100,000 

3850 

150 

175 

428 

4600 

150,000 

5315 

150 

175 

560 

6200 

200,000 

6600 

150 

175 

675 

7600 

Above  prices  are  for  the  material  and  the  erection  of  the  tank 
complete,  ready  for  the  connection  of  the  service  pipes;  if  it  is 
desired  to  house  in  under  the  tank  to  accommodate  a  pumping 
outfit,  an  additional  $350  should  be  added  to  the  above  figures. 


PUMPS. 


449 


Pumps. 

Water  Pumping.  —  To  ascertain  the  most  economical  outfit 
for  pumping  water  at  any  proposed  water  station  necessitates  a 
study  of  the  surrounding  conditions  and  requirements  before 
the  most  suitable  type  of  plant  can  be  determined. 

Its  economy  depends  upon  the  proper  proportioning  of  the 
suction  and  discharge  pipes  and  the  ratio  of  steam  and  water 
cylinders  under  working  pressure. 

The  working  pressures  vary  according  to  the  height  and  dis- 
tance the  water  has  to  be  pumped. 

Steam  Pumps.  —  The  duplex  steam  pump  with  vertical  boiler 
when  properly  set  up  on  solid  foundation  and  anchored  to  work 
without  vibration  is  thoroughly  satisfactory. 

Its  first  cost  is  a  good  deal  less  than  the  gasoline,  oil,  or  electric 
outfit,  and  for  ordinary  conditions  the  following  is  a  fair  average. 

TABLE  119.  —  STEAM  PUMPS  AND  BOILERS. 
TABLE  OF  CAPACITIES. 


Capacity, 
U.S. 
gallons 
per  min. 

Duplex  pumps. 

Pipes. 

Boilers. 

Head  feet. 

1 

I 

OJ 

^ 

Suction. 

Discharge. 

i 

Exhaust. 

0j 

B 

1 

.j 

J 

2"  Tubes. 

d 

£ 

! 

100 

100 

6 

5 

7 

5 

4 

1 

li 

10 

30 

72 

54 

27 

150 

150 

7 

5 

10 

5 

4 

1 

if 

15 

36 

84 

68 

38 

200 

200 

8 

5 

12 

6 

5 

2 

2* 

20 

42 

96 

85 

48 

Combined  Pumps.  —  For  large  supply  gasoline  or  oil  is  very 
economical.  The  combined  pumper  is  very  successful  and  sat- 
isfactory in  many  situations. 

There  may  be  no  saving  in  using  oil  or  gasoline  instead  of 
coal  when  the  labor  of  the  operator  cannot  be  used  in  connec- 
tion with  other  work. 

When  gasoline  is  used  and  the  pump  is  placed  under  the 
tank,  stoves  may  have  to  be  used  during  winter  months  to  keep 
pump  and  water  from  freezing. 

The  cost  of  the  fuel  for  fire  purposes  under  tank  would  be 
approximately: 

For  coal..  $20.00 

For  labor 58.00 

Total $78.00  or  $13.00  per  month 


450  STEAM,   OIL,  AND   GASOLINE  PUMPS. 

TABLE   120.  —  COMBINED  GASOLINE  ENGINES  AND  PUMPS. 


H.P. 

Adjustable 
stroke. 

Cylinders. 

Gallons  per 
minute. 

Feet  head. 

Suction. 

Discharge. 

8 

8,    9,  10 

5-7 

66^-146 

145-319 

4 

4 

10 

8,  10,  12 

7-8| 

133-295 

90-200 

6 

5 

15 

8,  10,  12 

7-8£ 

140-310 

127-281 

6 

5 

$675.00 

120.00 
25.00 
50.00 


COMPARISON  ESTIMATES  OF  STEAM,  OIL,  AND  GASOLINE. 
Conditions.  —  Pump  to  deliver  200  gal.  per  minute  working 

10  hours  per  day  and  300  days  per  year,  against  an  equivalent 
head  of  200  ft.  or  10  theoretical  horsepower. 

STEAM  PUMP  AND  BOILER. 

One  8"  X  5"  X  12"  pump  and  boiler  complete,  from  Table  121 $540.00 

Connections  and  contingencies 60 . 00 

Total $600.00 

Cost  of  Operating.  — 

Assuming  20  pounds  of  coal  per  horsepower  hour  =  200  pounds  X 
10  hours  =  1  ton  X  300  =  300  tons  per  year  at  $2.25 

Attendance  by  station  agent  or  portion  of  a  regular  pumpman's 
time  at  $10  per  month 

011  and  waste 

Repairs  and  maintenance 

Total  per  year $870.00 

or  $2.90  per  day,  or  29  cents  per  hour,  or  about  2J  cents  per  1000 
gal.  If  necessary  to  have  a  pumpman  all  the  time,  $300  more 
would  have  to  be  added  for  his  wages,  making  the  cost  about 
3J  cents  per  1000  gal. 

OIL  COMBINED  PUMPER. 

8"  X  12"  pump  direct  connected,  from  Table  122 $1200.00 

Connections  and  contingencies 120.00 

$1320.00 
Cost  of  Operating.  — 

Coal  oil  15  cents  per  gallon. 

Assuming  1£  cents  worth  of  coal  oil  per  horsepower  per  hour,  in- 
cluding waste  and  handling  =  10  X  U  =  15£  X  10  =  $1.50  X  300  $450.00 

Attendance  by  station  agent  or  portion  of  a  regular  pumpman's 
time  at  $10  per  month 

Lubricating  oil  and  waste 

Repairs  and  maintenance 


120.00 
30.00 
90.00 


Total $690.00 

or  $2.30  per  day,  or  23  cents  per  hour,  or  1.9  cents  per  1000  gal. 
If  necessary  to  have  a  pumpman  all  the  time,  $300  more  would 
have  to  be  added  for  his  wages,  making  the  cost  about  2f  cents 
per  1000  gal. 


COST  OF  OPERATING. 


451 


GASOLINE  COMBINED  PUMPER. 

8"  X  12"  pump  direct  connected,  from  Table  122 $1200.00 

Connections  and  contingencies 120.00 

$1320.00 
Cost  of  Operating.  — 

Gasoline  18  cents  per  gallon. 

Assuming  fa  imperial  gallon  per  horsepower  hour  =  1  gallon  = 

18^  X  10  =  $1.80  X  300 

Attendance  by  station  agent  or  portion  of  a  regular  pumpman's 

time  at  $10  per  month 

Lubricating  oil  and  waste 

Repairs  and  maintenance 


$540.00 

120.00 
30.00 
90.00 


$780.00 

or  $2.60  per  day,  or  26  cents  per  hour,  or  2.2  cents,  about,  per 
1000  gal.  If  necessary  to  have  a  pumpman  all  the  time,  $300 
more  would  have  to  be  added  for  his  wages,  making  the  cost 
about  3  cents  per  1000  gal. 

PoeKion  of  pipe  with  Gate  Valve 
when  pump  la  located  under  Tank. 


Steam  Pipe  to  Injector 

and  hose  Connections, 

Globe 


Check  Valte 
Drain  Pipe  from' 
Injector  to  Ashpit 


BACK  ELEV. 


5  Gate  Valve 

FRONT  ELEV. 


Steam  Pump  and  Boiler  Layout. 


It  will  be  noted  from  the  foregoing  that  the  approximate  cost 
of  pumping  water  is  as  follows: 

Oil  engine 1.9  to  2.75  cents  per  1000  gal. 

Gasoline  engine 2.2  to  3.00  cents  per  1000  gal. 

Steam  pump  and  boiler 2.5  to  3.25  cents  per  1000  gal. 

There  are  many  elements  that  enter  into  the  cost  of  pumping 
water  that  may  bring  the  figures  up  to  double  the  amounts  given. 
The  sizes  of  suction  and  discharge  pipes  are  quite  as  important  as 
the  pumps,  and  if  these  are  figured  too  small,  poor  results  will  be 
obtained  at  an  additional  cost. 

The  question  of  using  oil,  gasoline,  or  steam  depends  a  good 
deal  on  the  location  and  existing  conditions  and  the  means  at 
hand  for  having  them  looked  after  in  case  of  repairs.  Fuel 
supply,  including  depreciation  and  first  cost,  has  also  to  be 
considered. 


452 


COST  OF  STEAM   PUMPS  AND  BOILERS. 


TABLE    121.  —  APPROXIMATE   COST   OF   DUPLEX   STEAM   PUMPS  AND 
BOILERS   FOR  RAILWAY   SERVICE,. 


^fs 

Equiva- 
lent. 

Pumps. 

Pipes. 

*o- 

8°°  7J 

Boilers. 

0 

•g 

11 

2-in. 

*|1 

-d 

- 

1 

I 

0) 

G 

& 

1 

1 

D. 

x  S 

1 

M 

tubes. 

N| 

•  ^ 

• 

•|~.a 

1 

1 

1 

1 

1 
02 

1 

43 

Q 

03 

ft  & 

W 

Q 

I 

1 

"So 

ft 

o 

£ 

M 

Ft. 

Lb. 

In. 

~In7 

In. 

In. 

In. 

In. 

~In7 

In. 

In. 

In. 

65 

185 

80 

6 

4 

6 

4 

3 

1* 

$100 

5 

24 

60 

31. 

18 

$105 

$250 

102 

115 

50 

6 

5 

6 

4 

3 

14 

120 

5 

24 

60 

31 

18 

105 

270 

119 

115 

50 

6 

5 

7 

5 

4 

14 

135 

10 

30 

72 

54 

27 

150 

350 

119 

155 

68 

7 

5 

7 

5 

4 

14 

150 

10 

30 

72 

54 

27 

150 

360 

136 

115 

50 

6 

5 

8 

5 

4 

i* 

160 

10 

30 

72 

54 

27 

150 

380 

136 

155 

68 

7 

5 

8 

5 

4 

, 

14 

170 

12 

30 

84 

54 

38 

160 

400 

170 

155 

68 

7 

5 

10 

5 

4 

1 

14 

240 

15 

36 

84 

68 

38 

190 

500 

171 

110 

47 

7 

6 

7 

5 

4 

1 

14 

200 

10 

30 

72 

54 

27 

150 

420 

{171 

145 

63 

8 

6 

7 

5 

4 

2 

2* 

230 

15 

36 

84 

68 

38 

190 

510 

204 

205 

89 

8 

5 

12 

5 

4 

2 

2* 

260 

20 

42 

96 

85 

48 

230 

600 

232 

80 

35 

7 

7 

7 

6 

5 

14 

2 

200 

10 

30 

72 

54 

27 

150 

420 

244 

110 

47 

7 

6 

10 

5 

4 

14 

2 

260 

15 

36 

84 

68 

38 

190 

540 

244 

145 

62 

8 

6 

10 

5 

4 

2 

2* 

270 

20 

42 

96 

85 

48 

230 

600 

266 

105 

46 

8 

7 

8 

5 

4 

14 

2 

280 

15 

36 

84 

68 

38 

190 

570 

266 

165 

71.4 

10 

7 

8 

5 

4 

2 

2* 

320 

20 

42 

96 

85 

48 

230 

660 

283 

145 

62 

8 

6 

12 

5 

4 

2 

2i 

290 

20 

42 

96 

85 

48 

230 

630 

283 

225 

98 

10 

6 

12 

5 

4 

2 

2* 

310 

40 

48 

114 

128 

57 

420 

880 

283 

325 

140 

12 

6 

12 

5 

4 

2* 

3 

460 

50 

54 

114 

174 

57 

660 

1350 

332 

80 

35 

7 

7 

10 

6 

5 

14 

2 

300 

15 

36 

84 

68 

38 

190 

600 

398 

105 

45 

8 

7 

12 

6 

5 

14 

2 

315 

20 

42 

96 

85 

48 

230 

660 

398 

165 

71.4 

10 

7 

12 

6 

5 

2 

2* 

370 

40 

48 

114 

128 

57 

420 

950 

398 

240 

103 

12 

7 

12 

6 

5 

2* 

3 

460 

50 

54 

114 

174 

57 

660 

1350 

398 

325 

140 

14 

7 

12 

6 

5 

2* 

3 

530 

70 

54 

Hor. 

40 

192 

770 

•1560 

522 

80 

35 

8 

8 

12 

6 

5 

1* 

2 

510 

20 

42 

96 

85 

48 

230 

900 

522 

125 

54 

10 

8 

12 

6 

5 

2 

24 

530 

40 

48 

114 

128 

57 

420 

1140 

522 

182 

78.75 

12 

8 

12 

6 

5 

2i 

3 

540 

50 

54 

114 

174 

57 

660 

1440 

522 

250 

108 

14 

8 

12 

6 

5 

2* 

3 

590 

70 

54 

Hor. 

40 

192 

770 

1650 

522 

325 

140 

16 

8 

12 

6 

5 

2* 

3 

690 

100 

66 

Hor. 

60 

192 

1050 

2100 

816 

50 

22 

8 

10 

12 

6 

5 

2 

2* 

570 

20 

42 

96 

85 

48 

230 

960 

816 

115 

50 

12 

10 

12 

6 

5 

2* 

3 

600 

50 

54 

114 

174 

57 

660 

1520 

TABLE  122.  —  APPROXIMATE  COST,   GASOLINE  COMBINED  PUMPS. 


Horse- 
power. 

Adjust- 
able 
stroke, 
inches. 

Strokes 
per 
minute. 

Cylinder, 
inches. 

Gallons  per 
minute, 
pump  dis- 
placement. 

Ft.  head. 

Suc- 
tion. 

Dis- 
charge. 

Approxi- 
mate cost 
in  place. 

5 
8 
10 
15 
20 
25 

8,    9,  10 
8,    9,  10 
8,  10,  12 
8,  10,  12 
8,  10,  12 
8,  10,  12 

91 
974 
100 
105 
110 
109} 

4i-7 
5-7 
7-8* 
7-84 
7-8*   . 
8-10* 

51-137 
66*-146 
133-295 
140-310 
147-324 
215-494 

96-259 
145-319 
90-200 
127-281 
163-360 
134-356 

3-4 
4 
6 
6 
6 
7 

3-4 
4 
5 
5 
5 
6 

$  600 
900 
1200 
1600 
2000 
2300 

PUMP  DATA.  453 

Pumps.  —  When  practicable  the  pump  is  placed  under  the 
tank,  or  in  a  separate  pump  house  when  the  source  of  supply 
renders  it  necessary. 

The  pump  may  be  operated  by  air,  motor,  steam,  gasoline,  oil, 
gas,  or  electric  motor,  and  in  some  instances  by  the  hydraulic 
ram  driven  by  the  fall  or  force  of  running  water. 

The  most  popular  in  common  use  is  the  duplex  type  of  steam 
pump,  with  an  independent  vertical  boiler  to  supply  steam  to 
operate  the  pump,  or  a  steam  pipe  is  run  from  the  local  boiler 
house  when  convenient  and  the  pump  boiler  dispensed  with. 

The  gasoline  direct-connected  combined  pumper  is  also  fa- 
vored to  a  large  extent,  and  also  the  electric-driven  motor  where 
power  is  cheap. 

When  selecting  or  investigating  a  pump,  the  following  in- 
formation is  necessary: 

(a)  Maximum  quantity  of  water  to  be  pumped  per  minute. 
(6)   Height  to  be  lifted  by  suction. 

(c)  Length  and  diameter  of  suction  pipe  and  number  of 

angles  or  turns. 

(d)  Height  to  which  water  has  to  be  forced,  from  pump  to 

top  of  tank. 

(e)  Length  and  diameter  of  delivery  pipe  and  number  of 

angles  or  turns. 
(/)    Pressure  of  steam  to  be  used. 

When  the  above  information  is  known  the  following  should  be 
estimated : 

(a)  Capacity  (Table  123). 

(bandd)  Lift  (Table  126). 

(c  and  e)  Pipe  friction  (Table  127). 

(/)  Power  to  be  provided  to  raise  the  water,  to  overcome  the 
friction  of  the  water  in  pipes,  and  bends,  and  to  over- 
come the  friction  in  pump,  and  connections  to  the 
engine. 

.  The  lift  and  pipe  friction  pressures  equal  the  total  pressure 
against  which  the  pump  has  to  work,  and  the  area  of  the  water 
cylinder  multiplied  by  this  pressure  equals  the  total  resistance. 


454  ENGINE  HORSEPOWER. 

The  area  of  the  power  cylinder  multiplied  by  the  working 
pressure  equals  the  total  power  pressure,  and  the  ratio  of  power 
to  resistance  must  be  sufficient  to  move  the  piston  at  the  re- 
quired speed.  For  this,  an  excess  of  33  to  50  per  cent  is  usually 
allowed.  When  the  capacity,  lift,  and  friction  heads  are  figured, 
the  power  necessary  to  drive  the  pump  may  be  obtained  from 
Table  124. 

As  it  is  not  necessary  to  deliver  the  water  to  the  tank  at  high 
pressure,  steam  economy  is  obtained  when  the  ratio  of  steam 
and  water  piston  area  is  proportioned  for  the  actual  conditions, 
using,  of  course,  the  nearest  commercial  size  pump. 

Example. — A  equals  200  gal.  per  minute;  B,  15  ft.  (pump 
set  directly  over  well) ;  C,  suction  pipe  5  in.  diameter,  15  ft.  deep 
in  well,  one  elbow;  D,  45  ft.;  E,  4  in.  diameter,  delivery  pipe 
5000  ft.  in  length,  two  elbows;  F,  80  Ib.  boiler  pressure. 

Lift  or  actual  head  (B  +  D)  =  15  +  45 equals    60  ft. 

Pipe  friction  (C)  5-in.  pipe  15  ft.  long 

(Table  127)  0.42  X  T¥IT equals    0.063 

1  5-in.  elbow  (Table  128) equals    0.068 

(E)  4-in.  pipe  5000  ft.  long  +  60  ft, 

=  5060  ft.  =  1.22  X  -m°-  •  •  i  •  -  -  .   equals  61.732 

2  4-in.  elbows  =  0.172  X  2 equals    0.344 

Total  pipe  friction equals  62.207 

Equivalent  height  of  water  for  friction 

pressure  =  62.207  X  2.3* equals  143  ft. 

Total  head  against  which  the  pump 

has  to  work equals  203  ft. 

Referring  to  Table  121,  under  205  ft.  head  an  8"  X  5"  X  12" 
pump  is  given. 
Power.  —  Horsepower  necessary  to  raise  water  (Table  124) 

200  X  8J  X  203 

33,000  =  10'3  horseP°wer- 

Pump  friction,  back  pressure, 

and  steam  losses  say  40  per  cent  =    4.12  horsepower. 
Total,  14.42  horsepower. 

*  2.3  =  height  of  water  for  1  pound  per  square  inch  pressure. 


CAPACITY  AND  SPEED. 


455 


Engine  Horsepower.  —  Assuming  that  the  engine  is  running  100 
strokes  per  minute,  and  (F)  80  Ib.  boiler  pressure,  cutting  off  one- 
fourth  stroke. 

_  47.7  X  1  ft.  X  2  X  50.26  XlOO 

Horsepower  =  - 


33,000 


14.5. 


=  (203  ft.)  =  87.93  Ib. 
=  19.63. 


=  47.7  Ib. 

=  50.26  X  47.7  =  2397  Ib. 

=  1.4  to  1,  or  40  per  cent. 


Lift  and  pipe  friction  pressure 

Area  of  water  cylinder  (5  in.) 

Total  resistance  =  19.63  X  87.93  =  1735  Ib. 

Area  of  steam  cylinder  (8  in.)        =  50.26. 

Working  pressure 

Total  power  pressure 

Ratio  of  power  to  resistance 

Capacity.  — The  capacity  of  a  pump  depends  upon  the  speed 
at  which  it  can  be  run,  and  the  speed  depends  largely  upon  the 
arrangement  of  valves  and  passageways  for  water  and  steam; 
ordinarily  it  is  reckoned  by  the  gallons  per  minute  the  pump 
plunger  can  deliver  at  the  average  speed  of  piston  travel. 

For  short-stroke  pumps,  generally  used  in  railroad  water  tank 
service,  the  piston  travel  may  be  rated  at  100  strokes  per  minute. 

stroke  X  area 
Capacity  per  stroke  in  gallons  = 


231 


231  =  cubic  inches  in  a  gallon  of  water. 


TABLE  123.  —  CAPACITY  OF  PUMPS  PER  STROKE  IN  GALLONS  (ONE 

PLUNGER). 


Diam- 
eter, 
water 
cylinder. 

Area, 
water 
cylin- 
der. 

Length  of  stroke  in  inches. 

5 

6 

7 

8 

9 

10 

12 

14 

16 

In. 

Sq.  in. 

4 

12.56 

0.272 

0.326 

0.381 

0.435 

0.489 

0.544 

0.652 

0.761 

0.870 

5 

19.63 

0.425 

0.51 

0.595 

0.68 

0.765 

0.85 

1.02 

1.19 

1.36 

6 

28.27 

0.612 

0.734 

0.877 

0.979 

1.101 

1.224 

1.468 

1.713 

1.958 

7 

38.  4S 

0.833 

0.999 

1.166 

1.332 

1.499 

1.666 

1.999 

2.332 

2.665 

'  8 

50.26 

1.088 

1.305 

1.523 

1.740 

1.958 

2.176 

2.611 

3.046 

3.481 

9 

63.61 

1.377 

1.652 

1.928 

2.203 

2.478 

2.764 

3.304 

3.855 

4.406 

10 

78.54 

1.7 

2.04 

2.38 

2.72 

3.06 

3.4 

4.08 

4.76 

5.44 

11 

95.03 

2.057 

2.464 

2.879 

3.291 

3.725 

4.113 

4.936 

5.759 

6.582 

12 

113  09 

2.448 

2.937 

3.422 

3.916 

4.406 

4.896 

5.875 

6.854 

7.833 

14 

153.93 

3.331 

3.997 

5.33 

5.996 

6.663 

7.994 

9.328 

10.66 

15 

176.71 

3.824 

4.589 

6.119 

6.884 

7.649 

9.178 

10.70 

12.23 

16 

201.06 

4.35 

5.22 



6.96 

7.83 

8.703 

10.44 

12.18 

13.92 

Gallons  delivered  in  one  minute  equal  capacity  per  stroke  multiplied  by  strokes  per  minute. 
For  duplex  piston  or  plunger,  multiply  by  2.    For  triplex  piston  or  plunger,  multiply  by  3. 


456  CAPACITY  AND  SPEED. 

Example.  —  What  quantity  of  water  is  delivered  per  minute 
with  a  duplex  pump  5-in.  water  and  7-in.  stroke,  piston  speed 
100  strokes  per  minute?  Ans.  0.595  X  2  X  100  =  119  gal.  per 
minute. 

Speed.  —  A  piston  travel  of  100  ft.  per  minute  is  the  basis 
generally  used  for  rating  the  capacity  of  a  pump.  If  short- 
stroke  pumps,  however,  are  run  at  this  speed  they  would  not 
be  durable  for  e very-day  service,  and  100  strokes  rather  than 
100  ft.  is  a  more  reasonable  service.  Even  this  is  high  for  rail- 
way service;  50  to  75  ft.  is  nearer  the  mark. 

At  a  piston  speed  of  100  ft.  per  minute  the  pump  would. have 
to  make  the  following  strokes: 

Three-inch  stroke  pump,  400  strokes  per  minute. 
Four-inch  stroke  pump,  300  strokes  per  minute. 
Five-inch  stroke  pump,  240  strokes  per  minute. 
Six-inch  stroke  pump,  200  strokes  per  minute. 
Seven-inch  stroke  pump,  171+  strokes  per  minute. 
Eight-inch  stroke  pump,  150  strokes  per  minute. 
Nine-inch  stroke  pump,  133+  strokes  per  minute. 
Ten-inch  stroke  pump,  120  strokes  per  minute. 
Eleven-inch  stroke  pump,  109+  strokes  per  minute. 
Twelve-inch  stroke  pump,  100  strokes  per  minute. 

A  steam  pump  and  boiler  layout  as  used  by  the  C.  P.  R.  in 
many  installations  of  this  kind  is  shown  on  page  451.  The  boiler, 
steam  pump  and  feedwater  barrel  are  nested  together  to  take  up 
as  little  space  as  possible  and  to  economize  in  piping  and  fixtures. 


THEORETICAL  HORSEPOWER. 


457 


Theoretical  Horsepower. 

Theoretical  horsepower  necessary  to  raise  water  any  height 
_  gallons  per  minute  X  8.33  X  height  in  feet 

33,000 

=  horsepower  per  minute. 
8.33  =  weight  of  a  gallon  of  water. 
33,000  =  number  of  foot-pounds  per  minute  in  one  horsepower. 


TABLE  124.  —  THEORETICAL  HORSEPOWER  TO   RAISE  WATER  TO 
DIFFERENT  HEIGHTS. 


r.  s. 

U.S. 

Height  in  feet. 

gallons 

gallons 

per 

per 

minute. 

hour. 

20 

25 

30 

35 

40 

45 

50 

60 

75 

20 

1,200 

0.109 

0.125 

0.150 

0.175 

0.20 

0.22 

0.25 

0.30 

0.37 

25 

1,500 

0.125 

0.156 

0.187 

0.219 

0.25 

0.28 

0.31 

0.37 

0.47 

30 

1,800 

0.150 

0.187 

0.225 

0.262 

0.30 

034 

0.37 

0.45 

0.56 

35 

2,100 

0.175 

0.219 

0.262 

0.306 

0.35 

0.39 

0.44 

0.52 

0.66 

40 

2,400 

0.200 

0.250 

0  300 

0.350 

0.40 

0.45 

0.50 

0.60 

0.75 

45 

2,700 

0.225 

0.281 

0  337 

0.394 

0.45 

0.51 

0.56 

0.67 

0.84 

50 

3,000 

0.250 

0.312 

0.375 

0.437 

0.50 

0.56 

0.62 

0.75 

0.94 

60 

3,600 

0.300 

0  375 

0.450 

0.525 

0.60 

0.67 

0.75 

0.90 

1.12 

75 

4,500 

0  375 

0.469 

0.562 

0.656 

0.75 

0.84 

0.94 

1.12 

1.40 

90 

'5,400 

0.450 

0.562 

0.675 

0.787 

0.90 

1.01 

1.12 

1.35 

1.68 

100 

6,000 

0.500 

0.625 

0.750 

0.875 

1.00 

1.12 

1.25 

1.50 

1.87 

125 

7,500 

0.625 

0.781 

0.937 

1.094 

1  25 

1.41 

1  56 

1.87 

2.34 

150 

9,000 

0.750 

0.937 

1.125 

1.312 

1.50 

1.69 

1.87 

2.25 

2.81 

175 

10,500 

0.875 

1.093 

1  312 

1.531 

1.75 

1.97 

2.19 

2.62 

3.28 

200 

12,000 

1.00 

1.25 

1.50 

1.75 

2.00 

2.25 

2.50 

3.00 

3.75 

250 

15,000 

1.25 

1.562 

1.875 

2.187 

2.50 

2.81 

3.12 

3.75 

4.69 

300 

18,000 

1.50 

1.875 

2.25         2.625 

3  00 

3.37 

3.75 

4.50 

5.62 

350 

21,000 

1  75 

2.187 

2.625 

3.062 

3  50 

3.94 

4.37 

5.25 

6.56 

400 

24,000 

2.00 

2.5 

300 

3.50 

4.00 

4  50 

5.00 

6.00 

7.50 

500 

30,000 

2.25 

3  125 

3.75 

4.375 

5.00 

5.62 

6.25 

7.50 

9.37 

90 

100 

125 

150 

175 

200 

250 

300 

20 

1,200 

0.45 

0  50 

0.62 

0.75 

0.87 

1.00 

1.25 

1.50 

25 

1,500 

0.56 

0.62 

0.78 

0.94 

1.09 

1.26 

1.56 

1.87 

30 

1,800 

0.67 

0.75 

0.94 

1.12 

1.31 

1.50 

1.87 

2.25 

35 

2,100 

0.79 

0.87 

1.08 

1.31 

1.53 

1.75 

2.19 

2.62 

40 

2,400 

0.90 

1.00 

1.25 

1  50 

1.75 

2.00 

2.50 

3.00 

45 

2,700 

1.01 

1  12 

1.41 

1.69 

1.97 

2.25 

2.81 

3.37 

50 

3,000 

1.12 

1.25 

1.56 

1.87 

2.19 

2.50 

3.12 

3.75 

60 

3,600 

1.35 

1.50 

1.87 

2.25 

2.62 

3.00 

3.75 

4.50 

75 

4,500 

1.69 

1.87 

2.34 

2.81 

3.28 

3.75 

4.69 

5.62 

90 

.-,.4  i  i 

2.02 

2.25 

2.81 

3.37 

3.94 

4.5 

5.62 

6.75 

100 

6.000 

2.25 

2.50 

3.12 

3.75 

4.37 

5.00 

6.25 

7.50 

125 

7,500 

2.81 

3.16 

3.91 

4.69 

5.47 

6.25 

7.81 

9.37 

150 

9,000 

3.37 

3.75 

4.69 

5.62 

6.56 

7.5 

9.37 

11.25 

175 

10,500 

3.94 

4.07 

5.47 

'   6.56 

7.66 

8.75 

10.94 

13.12 

200 

12JOO 

4.50 

5.00 

6.25 

7.50 

8.75 

10.00 

12.50 

15.00 

250 

15,000 

5.62 

6.25 

7.81 

9.37 

10.94 

12  50 

15.72 

18.75 

300 

18,000 

6  75 

7  50 

9.57 

11.25 

13  12 

15  00 

18.75 

22.50 

350 

21.000 

7  87 

8.75 

10  94 

13  12 

15  31 

17  50 

21.87 

26.25 

400 

9  00 

1000 

12  50 

15  00 

17  50 

20  00 

25.00 

30.00 

500 

30|COO 

11  25 

12  5 

15.62 

18  75 

21  87 

25.00 

31.25 

37.50 

458 


ENGINE  HORSEPOWER. 


Engine  Horsepower. 

Horsepower 


PXLXA XN 


33,000 

P  =  average  effective  pressure  in  pounds  per  square  inch. 

L  =  twice  the  length  of  piston  stroke  in  feet. 

A  =  area  of  piston  in  square  inches. 

N  =  the  number  of  revolutions  of  the  crank  shaft  per  minute. 

TABLE  125. —AVERAGE  STEAM  PRESSURE  ON  PISTON,  IN  POUNDS  PER 

SQUARE  INCH. 


Aver,  press,  throughout  the 
piston  stroke.       (Initial 
press.  —  1.) 

0  966 

0  937 

0  919 

0  846 

0  743 

0  699 

0  596 

0  385 

Grade     of     expansion     of 
steam  

li 

11 

If 

2 

2| 

3 

4 

8 

Steam  cut-off  

! 

1 

I 

i 

1 

1 

1 

1 

Initial  steam  press.,  Ibs. 
per  sq.  in. 

25 

24  1 

23  4 

22  9 

21  1 

18  5 

17  4 

19  9 

9  6 

30 

28.9 

28  1 

27  5 

25  3 

22  2 

20  9 

17  8 

11  5 

35 

33.7 

32  8 

32  1 

29  6 

25  9 

24  4 

20  8 

13  4 

40 

38.6 

37  4 

36  7 

33  8 

28  9 

27  9 

23  8 

15  3 

45  
50  . 

43.4 

48  2 

42.1 

46  8 

41.2 
45  9 

38.0 
42  3 

32.6 
37  1 

31.4 
35  0 

26.8 
29  8 

17.3 

19  2 

55 

53.0 

51  3 

50  5 

46  6 

40  8 

38  4 

32  8 

21  2 

60 

57.8 

56  0 

55  1 

50  8 

44  5 

41  9 

35  8 

23  1 

65.... 

62.8 

60  7 

59  7 

55  0 

48  2 

45  4 

38  8 

24.9 

70 

67  5 

65  3 

64  3 

59  2 

52  4 

48  9 

41  6 

26  7 

75 

72  3 

70  0 

68  9 

63  5 

56  1 

52  4 

44  7 

28  6 

80  . 

77.1 

75  7 

73  5 

67  7 

59  3 

53  9 

47  7 

30  8 

85..    . 

81.9 

80  3 

78  1 

72  0 

63  0 

59  4 

50.7 

32  7 

90 

86  7 

84  0 

82  7 

76  2 

66  8 

62  9 

53  7 

34  6 

95  . 

91  5 

88  7 

87  3 

80  4 

70  4 

66  4 

56  7 

36  6 

100  .. 

96  4 

93  3 

91  9 

84  5 

74  2 

69  9 

59  6 

38  5 

105  

101  2 

98  0 

96  5 

88  9 

77  9 

73  4 

62.6 

40  4 

110 

106  0 

101  7 

101  0 

93  1 

81  6 

76  9 

66  6 

42  3 

115 

110  8 

106  3 

105  6 

97  4 

85  2 

80  4 

69  6 

44  2 

120.. 

115  6 

112  0 

110  2 

101  6 

89  0 

83  9 

71.6 

46.2 

125.....      . 

120  5 

115  7 

114.8 

105  8 

102  8 

87  4 

74.6 

48.1 

Example.  —  What  horsepower  will  a  steam  engine  8-in.  bore 
and  12-in.  stroke  develop  at  100  revolutions  of  the  crank  shaft 
per  minute,  cutting  off  one-third  stroke  and  having  an  initial 
pressure  100  lb.? 

P,  100  pounds  initial  pressure  one-third  stroke,  from  table 
=  69.9,  less  say  14.9  for  back  pressure  =  55  lb. ;  L,  twice  stroke 
=  12"  X  2  =  2  ft.;  A,  area  8-in.  piston  =  50.26;  N,  100; 
hence  horsepower  of  engine 

55  X  2  X  50.26  X  100 


33,000 


16.8. 


LIFT  OR  HEAD  OF  WATER. 


459 


Lift.  —  The  head  of  water  against  which  the  pump  has  to 
work,  or  the  pressure  due  to  the  height  to  which  the  water  has 
to  be  forced,  is  usually  termed  the  lift,  and  expressed  in  pounds 
per  square  inch  =  height  of  water  column  X  0.434. 

0.434  =  pound  pressure  per  square  inch  exerted  by  a  column 
of  water  one  foot  high. 

TABLE  126.  —  FEET  HEAD  AND  EQUIVALENT  PRESSURE  IN  POUNDS  PER 

SQUARE  INCH. 


Ft. 
head. 

Equiv. 
press,  in 
pounds. 

Ft. 
head. 

Equiv. 
press,  in 
founds. 

Ft. 
head. 

Equiv. 
press,  in 
pounds. 

Ft. 
head. 

Equiv. 
press,  in. 
pounds. 

Ft. 
head. 

Equiv. 
press,  in 
pounds. 

1 

0.43 

65 

28.15 

129 

55.88 

193 

83.60 

257 

111.32 

2 

0.86 

66 

28.58 

130 

56.31 

194 

84.03 

258 

111.76 

3 

1.30 

67 

29.02 

131 

56.74 

195 

84.48 

259 

112.19 

4 

1.73 

68 

29.45 

132 

57.18 

196 

84.90 

260 

112.62 

5 

2.16 

69 

29.88 

133 

57.61 

197 

85.33 

261 

113.06 

6 

2.59 

70 

30.32 

134 

58.04 

198 

85.76 

262 

113.49 

7 

3.03 

71 

30.75 

135 

58.48 

199 

86.20 

263 

113.92 

8 

3.46 

72 

31.18 

136 

58.91 

200 

86.63 

264 

114.36 

9 

3.89 

73 

31.62 

137 

59.34 

201 

87.07 

265 

114.79 

10 

4.33 

74 

32.05 

138 

59.77 

202 

87.50 

266 

115.22 

11 

4.76 

75 

32.48 

139 

60.21 

203 

87.93 

267 

115.66 

12 

5.20 

76 

32.92 

140 

60.64 

204 

88.36 

268 

116.09 

13 

5.63 

77 

33.35 

141 

61.07 

205 

88.80 

269 

116.52 

14 

6.06 

78 

33.78 

142 

61.51 

206 

89.23 

270 

116.96 

15 

6.49 

79 

34.21 

143 

61.94 

207 

89.68 

271 

117.39 

16 

6.93 

80 

34.65 

144 

62.37 

208 

90.10 

272 

117.82 

17 

7.36 

81 

35.08 

145 

62.81 

209 

90.53 

273 

118.26 

18 

7.79 

82 

35.52 

146 

63.24 

210 

90.96 

274 

118.69 

19 

8.22 

83 

35.95 

147 

63.67 

211 

91.39 

275 

119.12 

20 

8.66 

84 

36.39 

148 

64.10 

212 

91.83 

276 

119.56 

21 

9.09 

85 

36.82 

149 

64.54 

213 

92.26 

277 

119.99 

22 

9.53 

86 

37.25 

150 

64.97 

214 

92.69 

278 

120.42 

23 

9.96 

87 

37.68 

151 

65.40 

215 

93.13 

279 

120.85 

24 

10.39 

88 

38.12 

152 

65.84 

216 

93.56 

280 

121.29 

25 

10.82 

89 

38.55 

153 

66.27 

217 

93.99 

281 

121.73 

26 

11.26 

90 

38.98 

154 

66.70 

218 

94.43 

282 

122.15 

27 

11.69 

91 

39.42 

155 

67.14 

219 

94.86 

283 

122.59 

28 

12.12 

92 

39.85 

156 

67.57 

220 

95.30 

284 

123.02 

29 

12.55 

93 

40.28 

157 

68.00 

221 

95.73 

285 

123.45 

30 

12.99 

94 

40.72 

158 

68.43 

222 

96.16 

286 

123.89 

31 

13.42 

95 

41.15 

159 

68.87 

223 

96.60 

287 

124.32 

32 

13.86 

96 

41.58 

160 

69.31 

224 

97.03 

288 

124.75 

33 

14.29 

97 

42.01 

161 

69.74 

225 

97.46 

289 

125.18 

34 

14.72 

98 

42.45 

162 

70.17 

226 

97.90 

290 

125.62 

35 

15.16 

99 

42.88 

163 

70.61 

227 

98.33 

291 

126.05 

36 

15.59 

100 

43.31 

164 

71.04 

228 

98.76 

292 

126.48 

37 

16.02 

101 

43.75 

165 

71.47 

229 

99.20 

293 

126.92 

38 

16.45 

102 

44.18 

166 

71.91 

230 

99.63 

294 

127.35 

39 

16.89 

103 

44.61 

167 

72.34 

231 

100.00 

295 

127.78 

40 

17.32 

104 

45.05 

168 

72.77 

232 

100.49 

296 

128.22 

41 

17.75 

105 

45.48 

169 

73.20 

233 

100.93 

297 

128.65 

42 

18.19 

106 

45.91 

170 

73.64 

234 

101.36 

298 

129.08 

43 

18.62 

107 

46.34 

171 

74.07 

235 

101.79 

299 

129.51 

,     44 

19.05 

108 

46.78 

172 

74.50 

236 

102.23 

300 

129.95 

45 

19.49 

109 

47.21 

173 

74.94 

237 

102.66 

310 

134.23 

46 

19.92 

110 

47.64 

174 

75.37 

238 

103.09 

320 

138.62 

47 

20  35 

111 

48.08 

175 

75.80 

239. 

103.53 

330 

142.95 

48 

20.79 

112 

48.51 

176 

76.23 

240 

103.96 

340 

147.28 

49 

21.22 

113 

48.94 

177 

76.67 

241 

104.39 

350 

151.61 

50 

21.65 

114 

49.38 

178 

77.10 

242 

104.83 

360 

155.94 

61 

22.09 

115 

49.81 

179 

77.53 

243 

105.26 

370 

160.27 

52 

22.52 

116 

50.24 

180 

77.97 

244 

105.69 

380 

164.61 

53 

22.95 

117 

50.68 

181 

78.40 

245 

106.13 

390 

168.94 

54 

23.39 

118 

51.11 

182 

78.84 

246 

106.56 

400 

173.27 

55 

23.82 

119 

51.54 

183 

79.27 

247 

106.99 

500 

216.58 

56 

24.26 

120 

51.98 

184 

79.70 

248 

107.43 

600 

259.90 

57 

24.69 

121 

52.41 

185 

80.14 

249 

107.88 

700 

303.22 

58 

25.12 

122 

52.84 

186 

80.57 

250 

108.29 

800 

346.54 

59 

25.55 

123 

53.28 

187 

81.00 

251 

108.73 

900 

389.86 

60 

25.99 

124 

53.71 

188 

81.43 

252 

109.16 

1000 

435.18 

61 

26.42 

125 

54.15 

189 

81.87 

253 

109.59 

62 

26.85 

126 

54.58 

190 

82.30 

254 

110.03 

63 

27.29 

127 

55.01 

191 

82.73 

255 

110.46 

64 

27.72 

128 

55  44 

192 

83.17 

256 

110.89 

460 


PIPE  FRICTION. 


TABLE  127.  —  FRICTION  OF  WATER  IN  PIPES. 
Pressure  in  pounds  per  square  inch  to  be  added  for  each  100  feet  of  clean  iron  pipe. 


Is! 
•  §2 
511 

Pipe  sizes. 

I 

1 

H 

li 

2 

2| 

3 

3i 

4 

5 

6 

7 

8 

9 

10 

12 

5 
10 
15 
20 
25 
30 
35 
40 
45 
50 
60 
70 
75 
80 
90 
100 
125 
150 
175 
200 
250 
300 
350 
400 
450 
500 
750 
1000 
1250 
1500 

3.3 
13.0 

28.7 
50.4 
78.0 

0.84 
3.16 
6.98 
12.3 
19.0 
27.5 
37.0 
48.0 

0.31 
1.05 
2.38 
4.07 
6.40 
9.15 
12.4 
16.1 
20.2 
24.9 
36.0 
48.0 
56.1 
64.0 
80.0 

0.12 
0.47 
0.97 
1.66 
2.62 
3.75 
5.05 
6.52 
8.15 
10.0 
14.0 
20.0 
22.4 
25.0 
32.0 
39.0 

0.04 
0.12 
0.25 
0.42 
0.62 
0.91 
1.22 
1.60 
1.99 
2.44 
3.50 
4.80 
5.32 
6.30 
7.80 
9.46 
14.9 
21.2 
28.1 
37.5 

0.02 
0.04 
0.08 
0.14 
0.21 
0.30 
0.40 
0.53 
0.66 
0.81 
1.17 
1.50 
1.80 
2.00 
2.58 
3.20 
4.89 
7.00 
9.46 
12.47 
19.66 
28.06 

6!62 
0.04 
0.06 
0.10 
0.13 
0.17 
0.23 
0.28 
0.35 
0.50 
0.60 
0.74 
0.90 
1.10 
1.31 
1.99 
2.85 
•3.85 
5.02 
7.76 
11.2 
15.2 
19.5 
25.0 
30.8 

0.02 
0.03 
0.04 
0.06 
0.09 
0.11 
0.14 
0.17 
0.24 
0.38 

'6.'41 
0.54 
0.64 
0.96 
1.35 
1.82 
2.38 
3.70 
5.04 
7.10 
9.25 
11.70 
14.5 

'0.02 
0.03 
0.05 
0.06 
0.07 
0.09 
0.13 
0.19 

6!23 
0.26 
0.33 
0.49 
0.69 
0.93 
1.22 
1.89 
2.66 
3.65 
4.73 
6.01 
7.43 

...   1 

0.02 
0.02 
0.03 
0.04 
0.05 
0.07 

0.08 
0.09 
0.12 
0.17 
0.25 
0.34 
0.42 
0.65 
0.93 
1.26 
1.61 
2.00 
2.40 

0.02 
0.03 

6^03 
0.04 
0.05 
0.07 
0.10 
0.13 
0.17 
0.26 
0.37 
0.50 
0.65 
0.81 
0.96 
2.21 
3.88 
6.00 
8.60 



0.02 
0.03 
0.04 
0.05 
0.07 
0.12 
0.17 
0.23 
0.30 
0.37 
0.45 
1.03 
1.80 
2.85 
4.08 

6'07 
0.09 
0.12 
0.16 
0.20 
0.25 
0.53 
0.94 
1.46 
2.09 

0.04 
0.05 
0.07 
0.09 
0.11 
0.14 
0.30 
0.53 
0.82 
1.17 

6:63 
0.04 
0.05 
0.06 
0.07 
0.09 
0.18 
0.32 
0.49 
0.70 

'6!6i 
'6I62 
'6:63 

0.04 
0.08 
0.13 
0.20 
0.29 

Table  is  based  on  Ellis'  and  Howland's  experiments.    To  find 

figures  by  2.3. 


'  friction  head  "  in  feet  multiply 


TABLE  128.  —  FRICTION  OF  WATER  IN  ELBOWS. 
Pressure  in  pounds  per  square  inch  to  be  added  for  each  elbow. 


Pipe  sizes. 


5 

10 
15 
20 
25 
30 
35 
40 
45 
50 
60 
70 
75 
80 
90 
100 
125 
150 
175 
200 
250 
300 
350 
400 
450 
500 
750 
1000 
1250 
1500 

f 

5T07 
0.28 
0.63 
1.12 
1.74 

0.027 
0.094 
0.212 
0.376 
0.585 
0.845 
1.15 
1.50 
1.90 

3^38 
4.60 
5.30 
6.00, 
7.60 

0.008 
0.031 
0.069 
0.123 
0.194 
0.278 
0.380 
0.495 
0.626 
0.77 
1.11 
1.52 
1.74 
1.98 
2.50 
3.08 

H 

07005 
0.018 
0.04 
0.069 
0.108 
0.157 
0.215 
0.278 
0.352 
0.43 
0.62 
0.86 
0.98 
1.11 
1.41 
1.72 
2.72 
3.92 
5.32 
6.88 

2 

67002 
0.006 
0.014 
0.025 
0.038 
0.055 
0.076 
0.098 
0.125 
0.153 
0.22 
0.304 
0.35 
0.392 
0.50 
0.612 
0.97 
1.39 
1.90 
2.44 
3.86 
5.56 

0.003 
0.005 
0.012 
0.02 
0.028 
0.037 
0.049 
0.062 
0.08 
0.112 
0.148 
0.172 
0.196 
0.248 
0.32 
0.48 
0.685 
0.935 
1.28 
1.91 
2.74 
3.77 
5.12 
6.20 
7.64 

3 

0.  005 
0.008 
0.011 
0.015 
0.02 
0.026 
0.032 
0.044 
0.06 
0.072 
0.08 
0.104 
0.128 
0.20 
0.286 
0.390 
0.512 
0.80 
1.14 
1.58 
2.05 
2.58 
3.20 

3* 

4 

5 

6 

7 

8 

9 

10 

12 

0^009 
0.011 
0.015 
0.017 
0.026 
0.035 
0.04 
0.044 
0.06 
0.068 
0.112 
0.16 
0.218 
0.272 
0.446 
0.64 
0.88 
1.09 
1.45 
1.78 

0.009 
0.01 
0.015 
0.021 
0.024 
0.027 
0.035 
0.043 
0.067 
0.096 
0.132 
0.172 
0.268 
0.384 
0.530 
0.688 
0.870 
1.07 
2.42 
4.28 
6.70 
9.68 

0.006 
0.009 
0.01 
0.012 
0.014 
0.017 
0.027 
0.039 
0.053 
0.068 
0.109 
0.156 
0.215 
0.272 
0.352 
0.436 
0.970 
1.74 
2.71 
3.88 

0.003 
0.004 
0.005 
0.005 
0.007 
0.008 
0.013 
0.019 
0.026 
0.032 
0.052 
0.076 
0.103 
0.128 
0.170 
0.208 
0.470 
0.832 
1.31 
1.88 

6!  002 
0.003 
0.003 
0.004 
0.005 
0.007 
0.01 
0.014 
0.02 
0.029 
0.042 
0.057 
0.08 
0.094 
0.116 
0.260 
0.464 
0.728 
0.84 



n'663 

0.004 
0.006 
0.009 
0.011 
0.017 
0.025 
0.034 
0.044 
0.057 
0.068 
0.156 
0.272 
0.435 
0.624 

6!662 
0.003 
0.004 
0.005 
0.007 
0.011 
0  016 
0.022 
0.028 
0.036 
0.044 
0.10 
0.176 
0.276 
0.40 

0'.002 
0.003 
0.004 
0.005 
0.007 
0.01 
0.014 
0.018 
0.023 
0.028 
0.063 
0.112 
0.175 
0.252 

6!66i 

0.002 
0.002 
0.004 
0.005 
0.007 
0.009 
0.011 
0.016 
0.031 
0.064 
0.086 
0.124 

Table  is  based  on  Weisbach's  formula  for  very  short  bends,  or  with  a  radius  equal  to  the  radiua 
of  the  pipe.    To  find  "  friction  head  "  in  feet  multiply  figures  by  2.3. 

STANDPIPES. 


461 


Standpipes.  —  There  are  two  kinds  of  water  columns  or  stand- 
pipes  in  general  service,  for  conveniently  supplying  locomotives 
with  water  at  locations  remote  from  the  water  tank.  Both  are 
much  alike  excepting  in  the  spout  which  is  either  telescopic  or 
semi-rigid.  The  telescopic  spout  has  a  vertical  movement  of 
about  5  ft.,  a  convenience  to  accommodate  the  varying  heights 
of  locomotive  tenders,  and  the  semi-rigid  about  2  ft.  The 
standpipes  are  made  of  iron  and  steel  and  a  great  number  of 
styles  are  produced;  in  all,  however,  the  essential  features  con- 
sist of  a  main  vertical  pipe  or  column,  a  bell  pedestal  base,  a 
spout,  the  valve  mechanism  and  chamber  or  pit  in  which  the 
valves  are  set.  Normally  the  water  column  spout  stands  par- 
allel with  the  track;  on  taking  water  the  spout  is  drawn  across 


j    k4-7  6  or  more  ->{ 

/LA 


I 

Si 


Drain  Concrete  Floor  x 

STAND  PIPE,  RIGID  TYPE 


TELESCOPIC   TYPE 


the  track,  a  lever  is  pulled  and  the  flow  is  immediate.  When 
sufficient  water  has  been  taken  the  lever  is  released  and  the  water 
is  automatically  cut  off,  and  the  spout  being  released  is  returned 
to  the  position  parallel  to  the  track. 

As  it  takes  up  little  room  and  is  arranged  to  swing  clear  of  the 
tracks  when  not  in  use,  it  is  not  considered  a  serious  obstruction. 

Standpipes  are  used  very  extensively  at  stations,  yards,  and 
other  places  where  convenient  for  quick  service,  and  are  gener- 
ally located  so  that  one  standpipe  will  serve  two  tracks. 

Standpipe,  Telescopic  Type.  —  A  pipe  line  from  the  service 
water  tank  the  full  size  of  the  standpipe  is  run  connecting  the 


462 


STANDPIPES. 


two  as  direct  as  possible,  so  as  to  render  a  high  velocity  supply; 
sometimes  the  connection  is  made  with  the  city  or  town's  high 
pressure  mains  and  charged  by  meter. 

The  standpipes  in  general  use  are  6,  8,  10,  and  12  in.,  weigh- 
ing from  2500  to  5000  Ib.  each. 


APPROXIMATE  COST  WITHOUT  SUPPLY  PIPE  LINE. 


Wood  chamber. 

Concrete  chamber. 

6-inch  standpipe  complete  in  place  

$300  to  $400 

$400  to  $450 

8-inch  standpipe  complete  in  place.  ........ 

450  to    550 

550  to    650 

10-inch  standpipe  complete  in  place  

500  to    600 

600  to    700 

12-inch  standpipe  complete  in  place  

550  to    650 

650  to    750 

The  approximate  discharge  in  U.  S.  gallons  per  minute  from 
water  tank  to  standpipe  for  various  supply  pipes  1000  feet  long  is 
given  in  Table  115,  page  437,  for  two  different  types  of  standpipes. 

For  example,  it  is  desired  to  ascertain  what  will  be  the  discharge 
from  a  water  tank  through  a  10-inch  supply  pipe  to  the  standpipe 
with  14  ft.  of  water  in  the  tank.  For  the  10-inch  rigid  standpipe 
the  table  (115)  gives  1700  and  for  the  telescopic  1550  gallons  per 
minute.  If  the  pipe  were  12  inches  the  discharge  would  be  2600 
and  2500  gallons  respectively. 


STANDPIPES. 


463 


Sewer  Pipe 


C.  P.  R.  Telescopic  Standpipe. 

APPROXIMATE  ESTIMATE  FOR  SUPPLY   PIPE  AND  STANDPIPE. — 
SUPPLY  PIPE   140  FEET  LONG. 

Supply  pipe: 

Excavation  for  supply  pipe,  110  cubic  yards  at  75 f£.  .  .  $82.50 

C.  I.  pipe,  10-inch  supply,  5.26  tons  at  $35 184. 10 

Lead  for  joints,  168  pounds  at  8^ 13.44 

Laying  pipe,  140  lineal  feet  at  17^ 23 . 80 

Connections .  .  10 . 00 


$313.84 
Standpipe: 

1  10-inch  standpipe  erected $420.00 

Excavation  for  pit,  10  cubic  yards  at  75£ 7.50 

Concrete  pit 100.00 

$527.50 

Drain  5  feet  deep: 

Excavation  164  cubic  yards  at  75^ $125.00 

210  lineal  feet  4-inch  tile  pipe  laid,  at  16^ 33 . 60 

Bell  trap  bends  and  connections 13 . 40 

$170.00 

$1011.34 

Supervision  and  contingencies  10  per  cent 108.66 

Total..  .  $1120.00 


464 


STANDPIPES. 


Otto  Flexible  Joint  Standpipe. 


Method  of  Connecting  Tank  to  Standpipe. 


PUMP  HOUSES. 


465 


Pump  Houses. 

C.  P.  R.  Frame  Pump  House  16'  X  32'.  —  Fig.  214  illustrates 
the  C.  P.  R.  standard  frame  pump  house  for  a  steam  pump  and 
boiler  installation.  The  studs  are  2"  X  4"  at  2  ft.  centers, 
supported  on  6-in.  flatted  cedar  sills,  covered  with  |-in.  rough 
boarding,  protected  with  a  layer  of  tar  paper  and  finished  with 
£-in.  drop  siding.  The  rafters  are  also  2"  X  4"  at  2-ft.  centers 
covered  with  I"  rough  boards  and  2-ply  ready  roofing. 

The  house  is  divided  into  a  boiler  room  16'  X  16'  and  a  coal 
shed  of  the  same  dimensions.  The  boiler  room  floor  is  finished 
with  a  layer  of  cinders  and  the  coal  shed  floor  is  covered  with 
2-in.  rough  plank. 

The  approximate  cost  of  the  building  complete,  not  including 
the  pump  or  boiler,  is  about  $700. 


Note  >Honee  to  be  located  BO  as  to  give  at 

least  9 '-0 "Clearance  from  neaerst  tafl. 


for  detail  of  Stack 
see  PlaXNo.  21-IMOO 


No.  28  Gifcy.  Iron  Ridge 


Ready  Roofing  or  Shingles 


X'DropSidta, 
Xl^x8* 


^6  Flatted  Cedar  Sills  2'o'lg.  at  iVcte. "  «' 

FRONT  ELEVATION  (ri^0*^*0*  ~    CR°SS  SECTION  A-B 

Al^^^BoMdi  T.*,0. 

„/«  • (  It*  <"»  sb'Btatf  at  2*'cti. 

No.  28  0.  GtL 
irat  Flawing 

.  <*£   .-.^ 


^ — i«n-^- 


Coal  dooci  to  be  located 
iritb  nfennot  to  Cod  deUrerj- 


CROSS  SECTION  C-D 


PLAN 

Fig.  214.    Frame  Pump  House. 


466 


FRAME  AND  CONCRETE  PUMP  HOUSE. 


C.  P.  R.  Frame  Pump  House  14'  X  16'.  —  The  wooden  pump 
house  14'  X  16'  shown  on  Fig.  215  is  used  for  electric  pumping 
outfits.  The  frame  consists  of  2"  X  4"  studs  at  2  ft.  centers, 
supported  on  6-in.  cedar  sills  and  covered  with  drop  siding  or 
corrugated  iron.  The  roof  timbers  are  2"  X  6"  at  2-ft.  centers, 
covered  with  1-in.  rough  boards  and  2-ply  ready  roofing. 

The  approximate  cost  of  this  house  is  about  $275. 

C.  P.  R.  Concrete  Pump  House  15'  X  17'.  —  A  similar  house 
15'  X  17',  Fig.  215a,  in  concrete  with  flat  roof,  would  cost  about 
$450. 


G.I. 


Q.L  Fl«hlng, 


^Concrete    Tar  &  Gravel 


ifif 

*•%  Std.No.4 
8'Conerete 

SIDE  ELEVATION 

PLAN 

Fig.  215. 


Fig.  215a. 


Frame  and  Concrete  Pump  Houses. 


CONCRETE  BLOCK  PUMP  HOUSE. 


467 


Concrete  Block  Pump  House,  M.  St  P.  &  S.  S.  M.  Ry.,  14'  X 
14'.  —  Fig.  216  shows  a  concrete  block  pump  house  built  by  the 
M.  St.  P.  &  S.  S.  M.  Ry.,  for  gasoline  pumping  outfit.  It  is 
14  ft.  square  and  the  cost  would  be  about  $400.  This  price 
will  include  the  pump  foundation  and  tank  receptacle,  but  not 
the  pumping  outfit  or  gasoline  tank. 


o  a  tst 


Steel  Celling 


SIDE  ELEVATION 
LOOKING  FROM  WELL 

STANDARD   H'X  14'PUMP  HOUSE 

Fig.  216.    Concrete  Block  Pump  House,  M.  St.  P.  &  S.  S.  M.  Ry. 

C.  L.  O.  &  W.  Ry.  Pump  House.  —  A  pump  house,  built  on 
the  C.  L.  O.  &  W.  Ry.  at  a  number  of  points,  is  shown,  Fig.  217. 
The  inside  dimensions  are  10'  1"  X  13',  to  accommodate  a 
10  horsepower  combined  gasoline  engine  and  pump.  The  foun- 
dation for  the  pumping  outfit  is  a  solid  block  of  concrete,  sup- 
ported on  piles,  where  soft  bottom  is  encountered  and  provision 
is  made  for  a  stove  and  coal  bin.  A  separate  pit  for  gasoline 
tank  is  built  of  concrete  with  a  wooden  top,  located  in  a  suitable 
position  some  distance  from  the  pump  house.  The  pit  is  drained 
and  is  large  enough  to  hold  a  50  gallon  tank.  The  house  itself 
is  of  the  ordinary  frame  construction  with  2"  X  6"  wood  joists 
on  cedar  sills,  finished  on  top  with  2  in.  plank  for  the  floor;  the 
wall  studs  are  2"  X  4"  at  2-ft.  centers  and  the  roof  and  ceiling 
timbers  2"  X  6".  The  roof  is  covered  with  f-in.  T.  &-G.  boards 
with  building  paper  and  shingles  over.  The  walls  are  double 
lined  with  J-in.  T.  <fe  *G.  boards  and  drop  siding  with  building 


468 


WOOD  PUMP  HOUSE. 


Gate  Vol.. 

Stem  to  extend  through  floe 


Fig.  217.    C.  L.  O.  &  W.  Ry.  Pump  House. 


DAMS. 


469 


paper  between.  The  cost  of  this  type  of  house,  without  the 
pumping  outfit,  but  including  the  foundation  for  the  pump  and 
the  gasoline  concrete  pit,  is  about  $500. 

Dams.  —  Dams  for  impounding  water  for  gravity  service 
average  from  6  to  12  ft.  in  height,  consisting  usually  of  an  earth 
embankment  or  such  material  as  can  be  had  conveniently  near 
the  location,  or  wood  crib,  or  stone  or  concrete  retaining  wall. 


Hbh  W»t,r 


-2-PlMk 


ffMtttttttffiffl 


WASTE  WEIR 
Fig.  218. 


\PUnk  Box-filled  with  ttaae 


Fig.  218  represents  the  general  cross  section  for  earth  dam; 
with  ordinary  material  it  is  recommended  that  the  upstream 
slope  should  not  be  steeper  than  1  to  3,  the  rear  slope  1J  to  1, 
preferably  1  to  1,  top  width  not  less  than  6  ft.  for  a  height  of 
10  ft.  or  less,  8  ft.  wide  from  10  to  15  ft.  high,  and  10  ft.  wide  for 
15  to  20  ft.  high. 

The  foundation  should  be  on  firm  ground,  with  all  sod  and  per- 
ishable matter  removed  over  the  entire  area  of  the  foundation 
for  a  depth  of  at  least  6  inches,  to  prevent  disintegration  and 
possible  leakage. 

When  the  height  exceeds  10  ft.,  an  intercepting  or  bond  trench 
2  ft.  deep,  from  6  to  12  ft.  wide,  should  be  made  running  the  full 
length. 

The  inner  slope  should  be  protected  with  a  thick  layer  of  hard 
material,  and  when  subject  to  wave  action  a  further  layer  of 
heavy  rock  should  be  provided;  the  rear  slope  is  best  protected 
by  sod. 

The  waste  way  if  possible  should  be  located  at  a  natural  gap. 


470 


CRIB  AND  MASONRY  DAMS. 


If  placed  close  to  the  dam,  care  must  be  taken  to  prevent  the 
spill  from  endangering  the  dam  from  washing,  saturation,  or 
erosion,  by  building  aprons  and  wings  to  prevent  the  water  from 
passing  around  or  under  the  dam.  For  safety,  waste  water 
should  always  be  discharged  at  a  distance  from  the  dam. 

Top  of  levee  should  be  at  least  6  ft.  wide  and  level  with  top  of 
dam,  with  slopes  or  waste  side  not  steeper  than  1  to  3,  riprapped 
when  possible.  Difference  in  elevation  between  top  of  dam  and 
bottom  of  waste  way  should  not  be  less  than  4  feet,  with  slope 
of  dam  side  at  angle  of  repose. 

A  deep  fall  waste  should  have  checks  so  as  to  form  a  series  of 
smaller  falls. 

The  waste  way  may  be  constructed  of  timber  as  shown  in 
sketch,  though  permanent  material  is  more  desirable. 

Crib  and  Masonry  Dams.  —  When  the  location  is  convenient 
and  only  a  gap  or  small  length  of  dam  is  necessary  a  masonry 
or  concrete  wall  or  crib  as  illustrated  in  Figs.  219  and  220  is  often 
used. 


r 


CRIB  DAM 

Fig.  219. 


Fig.  220. 


CRIB  AND  MASONRY  DAMS. 


471 


With  the  masonry  dam  it  would  be  necessary  to  have  a  waste 
way  at  some  natural  point  around  the  storage  reservoir  or  a 
sluice  with  gate  valves  to  let  out  the  over  surplus  water  in  time 
of  floods  or  severe  storms. 

The  crib  dam  is  built  with  three  offsets  so  as  to  form  a  spill 
way  in  itself. 

The  approximate  cost  of  dams  will  vary  greatly,  depending  upon 
local  conditions. 

Approximate  Cost.  —  Earth  dams  12  ft.  high,  per  lineal  foot, 
$5  to  $15.  Wood  and  crib  25  ft.  high,  per  lineal  foot,  $40  to 
$60.  Stone  dam  25  ft.  high,  per  lineal  foot,  $80  to  $150. 

APPROXIMATE  ESTIMATE  GRAVITY  WATER  SUPPLY  PIPE  LINE  2500  FEET 
LONG   (300  FEET  IN  DOUBLE  WOOD  BOX). 

Crib  dam: 

3000  lineal  feet  cedar  logs  at  15^ $450.00 

6000  feet  board  measure  timber  at  $50 300.00 

200  cubic  yards  boulder  fill  at  50ff 100.00 

Waste  channel  and  fixing  up  gulley  for  overflow 150.00 

$1000.00 

Pipe  line: 

1800  cubic  yards  excavation  boulders  and  rock,  $2.00.  §3600.00 

1500  cubic  yards  earth,  75jf 1125.00 

25  tons  C.  I.  4-inch  pipe,  $35.00 875.00 

16  tons  W.  I.  pipe,  $38.00 61.00 

1500  pounds  lead  for  joints,  8£ 120.00 

Hauling  and  distributing  pipes 125 . 00 

Laying  joints 125 . 00 

Valves,  bends,  etc 100.00 

$6131.00 

Boxing  pipe  account  of  precipice  300  feet : 

10,600  feet  board  measure  timber,  per  thousand  $50.00     $530 . 00 

4200  square  feet  tar  paper,  lOff 42.00 

Trestle  support  to  pipe  when  boxed.  .  100.00 

$  672.00 

$7823.00 
Supervision  and  contingencies 777 . 00 

Total.  .  $8600.00 


472  FUEL   STATIONS. 

CHAPTER  XIX. 
FUEL  STATIONS. 

Coaling  stations  are  erected  to  supply  engines  quickly  with 
coal,  to  reduce  delay  to  engines  and  to  release  coal  cars  as  soon 
as  possible,  to  take  care  of  all  coal  held  for  emergencies  (at  least 
three  days'  supply),  and  to  minimize  the  cost  of  handling. 

They  are  usually  built  at  divisional,  terminal,  and  other  points 
and  are  principally  constructed  of  wood,  though  concrete  and 
steel  are  coming  into  extensive  use  for  this  class  of  structure. 
Generally  speaking,  no  mechanical  plant  can  handle  coal,  ashes, 
and  sand  with  the  same  mechanism  and  do  it  efficiently;  the 
nature  of  the  materials  is  such  as  to  render  this  a  very  difficult 
matter. 

The  structure  is  usually  located  parallel  to  or  across  the  round- 
house tracks,  convenient  to  the  cinder  pits,  the  arrangement  de- 
pending upon  the  type  of  coaling  plant  adopted. 

In  figuring  the  cost  of  handling  coal  the  unit  considered  is 
generally  one  ton  of  2000  pounds. 

To  make  a  fair  comparison  for  any  type  the  following  items 
should  be  estimated  and  fair  values  given  to  each. 
Capacity  of  Plant. 

Interest  on  first  cost 6  per  cent. 

Depreciation 10  per  cent  to  20  per  cent. 

Operation. 
Maintenance. 
Car  storage. 
Switching  charges. 

Capacity  of  Plant.  —  In  addition  to  the  tons  of  coal  handled 
per  day,  the  storage  capacity  of  the  plant  should  be  considered. 

Car  Storage.  —  Car  storage  is  usually  much  more  expensive 
than  storing  in  bins.  Figuring  a  car  holds  40  tons,  and  that  it  is 
worth  a  dollar  a  day,  storage  in  cars  costs  2J  cents  per  ton  per 
day. 

Self-clearing  cars  can  be  unloaded  into  a  hopper  at  from  5  to  6 
cents  less  per  ton  than  from  flat-bottom  cars  by  hand. 


WOOD  TRESTLE  COALING  STATION. 


473 


Switching.  —  When  coal  is  delivered  in  self -clearing  cars  and 
dumped  into  a  hopper,  tracks  can  be  arranged  so  that  cars  can 
be  handled  by  gravity,  without  the  need  of  a  switcher,  thereby 
reducing  the  cost  of  operation. 

There  are  a  number  of  methods  in  vogue  for  the  handling  of 
coal  for  locomotive  purposes;  in  general,  however,  it  may  be 
said,  —  at  least  at  terminals  and  busy  points  where  a  large 
number  of  engines  are  handled,  —  that  two  methods  predominate, 
either  the  elevated  trestle  type  of  coaling  plant  with  trestle 
approach  is  used,  or  the  mechanical  type  of  plant  where  the  coal 
is  handled  by  machinery  and  carried  to  elevated  pockets  is 
adopted. 

The  chute  known  as  the  "  White  "  type  is  very  common, 
especially  on  western  roads.  The  general  construction  of  this 
chute  is  shown  on  Fig.  221.  The  chutes  maybe  on  one  or  both 
sides  of  the  shed,  depending  upon  local  conditions. 


TRESTLE 
APPROACH 


SIDE  ELEVATION 

Fig.  221.     White  Type  Coaling  Chutes. 


474  MECHANICAL  COALING  STATIONS. 

In  most  cases  cars  of  coal  are  delivered  to  the  plant  by  means 
of  an  incline  and  a  locomotive.  In  some  instances,  however,  a 
short,  steep  incline  is  constructed  and  the  cars  are  hauled  up  by 
means  of  a  stationary  engine  and  cable.  The  coal  is  then  shov- 
eled into  the  chutes.  When  a  locomotive  takes  coal  the  fireman 
or  hostler  opens  the  chute  by  means  of  a  chain. 

As  a  general  rule,  in  coaling  stations  of  this  character  a  regular 
force  of  coal  heavers  is  employed,  the  number  of  men,  of  course, 
depending  upon  the  quantity  of  coal  handled. 

Approximate  Cost.  —  Figuring  a  six  pocket  chute  and  three- 
pile,  bent  incline  approach  500  ft.  long,  under  normal  conditions 
will  cost  from  $5500  to  $7500. 

During  the  past  few  years  the  mechanical  type  of  coaling 
plant  has  been  most  in  evidence  and,  in  general,  is  being  used 
in  preference  to  the  trestle  type. 

It  may  be  set  down  as  a  general  principle  that  a  mechanical 
coaling  plant  is  very  economical  when  the  full  capacity  of  the 
machine  is  utilized.  On  the  other  hand,  where  the  quantity  of 
coal  handled  is  small  in  comparison  with  the  capacity  of  the 
machine,  it  will  not  make  a  good  showing. 

The  trestle  type  of  coaling  plant  takes  up  a  lot  of  ground 
space  and  usually  cannot  serve  more  than  two  tracks,  and 
while  a  great  number  of  chutes  can  be  installed,  any  line  may  be 
blocked  by  the  first  engine  taking  coal.  There  is  also  the  objec- 
tion to  the  locomotive  climbing  a  steep  grade  to  get  the  coal  to 
the  elevated  pockets  and  the  large  maintenance  cost  of  a  struc- 
ture of  this  character  after  it  has  been  in  service  a  few  years, 
and  there  is  always  the  fire  risk  to  be  considered. 

On  the  other  hand,  the  mechanical  coaling  plant  takes  up  a 
minimum  of  ground  space  and  can  serve  any  number  of  tracks; 
if  the  machinery  is  of  the  proper  quality  and  properly  cared  for, 
very  few,  if  any,  breakdowns  need  occur.  The  structure  can 
be  made  of  fire-proof  material,  if  desired,  and  the  arrangement 
can  be  such  that  the  labor  charges  will  be  very  low.  The  power 
required  to  run  a  mechanical  plant  is  comparatively  small,  and 
if  the  machinery  is  well  designed  and  of  the  very  best  quality 
and  the  full  capacity  of  the  machine  utilized,  it  will  handle 
coal  at  less  cost  than  any  other  method. 


MECHANICAL  COALING  STATIONS. 


475 


Elevated  Chutes  (Trestle  Type).  (Figs.  222  and  223.)— For 
flat-bottom  car  service  where  the  coal  is  shoveled  by  hand  into 
elevated  bins,  the  trestle  requires  to  be  at  least  25  ft.  above 
the  engine  track. 

If  the  cars  are  pushed  up  the  trestle  by  a  switching  engine, 
the  grade  should  not  be  more  than  5  per  cent;  if  by  stationary 
hoisting  engine,  this  can  be  increased  to  20  per  cent. 

For  the  trestle  type  of  coaling  station  the  hoisting  engine  is 
considered  the  best  way  to  elevate  the  coal.  The  switching  of 


Fig.  222. 


Fig.  223. 

the  cars  on  the  trestle  by  ordinary  locomotives  is  considered 
dangerous  and  expensive. 

This  plant  consists  of  a  wood  trestle  5  per  cent  grade,  with 
two  100-ton  pockets  and  sand  bin  located  between  tracks. 

The  approximate  cost  complete  is  from  815,000  to  $18,000. 

The  coal  chute  is  of  timber  construction  throughout  with  a 
track  reaching  the  upper  deck  by  means  of  a  framed  approach 
trestle.  In  this  case  the  locomotive  pushes  the  coal  cars  up  the 
incline  where  they  are  spotted  over  the  coal  chutes. 


476  LOCOMOTIVE  HOIST. 

Coaling  Station  with  Locomotive  Hoist.  —  A  design  borrowed 
from  the  Baltimore  &  Ohio  R.R.  in  which  the  pockets  rest  nor- 
mally at  ground  level  while  being  filled  and  are  then  hoisted 
by  locomotive  power  to  an  elevation  suitable  for  loading  the 
tender  by  gravity  flow,  Fig.  224.  The  design  is  very  simple, 
consisting  of  an  upright  framework  of  12"  X  12"  timbers,  to 
serve  as  guides  for  the  pocket,  with  a  hoisting  sheave  at  the  top 
and  another  at  the  bottom.  The  movable  pocket  has  the  usual 
inclined  bottom,  and  its  top  is  at  a  convenient  height  for  un- 
loading by  hand  from  a  gondola  car  on  side-track,  at  the  rear 
of  the  structure.  The  capacity  of  each  pocket  is  six  tons  of 
coal.  At  the  front  side  there  is  a  gate  and  drop  apron  or  chute 
for  admitting  coal  to  the  tenders.  The  gate  is  of  such  pattern 
that  the  quantity  of  coal  taken  on  can  be  regulated  at  will. 

The  locomotive  to  be  coaled  does  its  own  hoisting,  the  hoist- 
ing cable  being  of  such  length  that,  when  the  loop  at  the  end 
thereof  is  hooked  over  the  pilot  beam,  the  pocket  will  be  hoisted 
to  the  desired  height  by  the  time  the  locomotive  has  pulled 
ahead  far  enough  to  bring  the  tender  opposite  the  pocket.  The 
pocket  being  emptied,  the  locomotive  backs  up  and  lets  it 
down  again.  In  the  station  referred  to  there  are  duplicate 
pockets,  one  for  loading  in  either  direction. 

Figure  224  shows  the  framing,  general  plan  and  the  details  of 
the  hoisting  pocket.  The  pocket  is  merely  a  strong  box  securely 
held  with  bolts  at  the  four  corners,  with  a  piece  of  100-lb.  rail 
caught  under  the  top  timbers  of  the  pocket,  to  which  the  hoist- 
ing cable  is  attached. 

Its  use  is  applicable  only  to  isolated  places  where  conditions  are 
suitable.  The  plant  complete  will  cost  in  the  neighborhood  of 
$1000  and  has  to  be  handled  very  carefully  in  operation.  A  coal- 
ing device  of  this  kind  requires  constant  attention  and  the  cost  of 
maintenance  will  usually  be  high. 


LOCOMOTIVE   HOIST  COALING  STATION. 

12  "x  12*i  »'",%' d4^8''8' 


1'D.p  « 7 'UK" *» 

SIDE  ELEVATION  OF  END  BENTS 
XxS'xoV 


FRONT  ELEVATION 


8'x  8'x  98' 


v 

[I 

£"' 

8'x 

| 

^| 

I 

V 

-« 

•co 

1 

'» 

• 

*0 

n 

VxS'xT'l' 

- 

;   ;  !< 

•s 

X 

FRONT 

- 

8x8 

U       8-x8'x8V 


8*x8"x8'2' 
BACK 


SIDE   ELEVATION  PLAN 

Fig.  224.     Coaling  Station  with  Locomotive  Hoist. 


478 


MECHANICAL  PLANTS. 


Mechanical  Plants.  —  The  ordinary  mechanical  plants,  con- 
sisting of  elevated  pockets  fed  by  endless  chain,  belt,  or  buckets,, 
are  arranged  to  hold  from  30  to  800  tons  or  more,  the  amount 
of  coal  elevated  per  day  depending  upon  the  capacity  required, 
the  number  of  tracks  to  be  served,  and  the  storage  necessary  for 
emergencies.  . 

The  cost  of  a  mechanical  type  of  coaling  plant  varies  accord- 
ing to  capacity  and  style  of  plant  adopted,  and  may  range  from 
$20  to  $75  per  ton  capacity.  In  cases  where  it  is  necessary 
to  weigh  the  coal  taken  by  locomotives  the  cost  is  somewhat 
increased. 

Two-pocket  Plant,  Single  Track,  Wood  Structure.  —  Fig.  225 
illustrates  a  two-pocket  single-track  McHenry  coaling  plant  with 
dynamometer  weighing  device  to  each  pocket  so  that  the  amount 
of  coal  taken  by  each  tender  can  be  recorded.  Capacity  70  tons. 
Cost  complete  $4000  to  $5500. 


Fig.  225. 

Four-pocket  Plant,  Single  Track,  Wood  Structure.  —  Fig.  226 
illustrates  a  four-pocket,  single-track  McHenry  coaling  plant 
with  weighing  device  to  each  pocket.  Capacity  140  tons.  Cost 
complete  $8000  to  $9500. 

In  the  two  and  four  pocket  plants  the  coal  car  is  spotted  over 
the  hopper  and  dumped,  the  coal  running  by  gravity  into  the 
boot,  where  it  is  hoisted  by  endless  chain  and  bucket  method  to 
the  pockets  above.  On  the  upper  horizontal  run  the  coal  is 
scraped  along  the  conveyor.  Gates  are  provided  to  each  pocket 


MECHANICAL   PLANTS. 


479 


so  that  the  coal  may  be  dumped  into  any  one  desired  by  leaving 
the  gate  open.  In  the  four-pocket  plant  the  chains  and  buckets 
make  an  entire  circuit  round  the  house,  the  drive  being  set  above 
the  up-shaft  end.  The  engine  house  with  steam  or  gasoline 


Coal 

Car         Track 

-F~1 

\H°PP»/ 

1 

Engine 

\/ 

,| 

tft 

=qT        •        • 

1      U 

Coal 

Coal 

Coal 

Coal 

:Ui-j 

Pocket 

Pocket 

Pocket 

Pocket 

] 

!  1 

1   1 

1   1 

1  1 

i 

t 

Engine 

Track 

i_j 

Fig.  226. 

power  is  placed  a  little  beyond  the  coal  structure,  and  a  rope 
drive  connects  the  engine  with  the  main  drive  above.  If  de- 
sired, the  mechanism  can  be  motor  driven  direct  or  by  pulley, 
thus  dispensing  with  the  engine  house,  when  electric  power  can 
be  obtained.  The  chain  speed  is  65  ft.  per  minute  and  the  power 
consumption  about  12  to  15  horsepower.  The  space  under  the 
pockets  may  be  boarded  and  used  for  storage  purposes. 

Four-Pocket,  Three-track  Plant,  Wood  Structure.  —  Fig.  227 
illustrates  a  four-pocket,  150-ton  elevated  capacity,  three-track 
coaling  plant.  Cost  complete  $12,000  to  $16,000  with  dynamom- 
eter weighing  device  to  each  pocket,  so  that  the  amount  of  coal 
taken  by  each  tender  is  recorded.  Under  the  elevated  pockets 
next  to  the  coal  hopper  the  space  is  boarded  and  used  for  storage 
purposes  if  desired,  gates  being  provided  so  t^iat  the  coal  can 
flow  back  into  the  hopper  and  be  re-elevated  when  necessary. 


480 


MECHANICAL  PLANTS. 


Fig.  227.     Three-track  coaling  plant. 


MECHANICAL  PLANTS.  481 

This  structure  is  a  modification  of  the  McHenry  type  of  coal- 
ing plant,  and  consists  of  -two  double  elevated  coal  pockets, 
located  between  three  tracks  and  connected  together  on  top  by 
a  house  spanning  two  tracks;  the  bottom  hopper,  into  which 
the  coal  is  dumped,  is  located  behind  the  main  pocket  on  one 
side,  and  is  elevated  6  ft.  6  in.  above  the  locomotive  service  track, 
and  made  wide  enough  to  take  side-dump  as  well  as  center- 
dump  cars. 

The  elevating  mechanism  consists  of  endless  chain  and  buck- 
ets and  a  steel  boot.  From  the  bottom  of  the  hopper  the  chain 
is  carried  up  and  over  the  house  across  the  tracks,  returning 
under  the  floor,  and  back  to  the  boot.  The  drive  is  run  by 
electric  motor  controlled  by  a  switch  on  the  ground  near  the  coal 
dump  hopper  for  the  convenient  use  of  the  operator. 

When  the  coal  is  dumped  into  the  hopper  it  flows  by  gravity 
into  the  boot,  regulated  by  a  gate,  and  is  picked  up  by  the  end- 
less buckets  and  hoisted  up  to  the  elevated  pockets  above  and 
along  the  horizontal  trough  over  the  track.  Openings  with  slide 
doors  and  chutes  are  arranged  to  supply  any  pocket  with  coal 
when  desired.  The  chain  speed  is  65  ft.  per  minute  and  the 
power  consumption  about  20  horsepower. 

Sand  Tower.  —  With  the  foregoing  arrangement  three  tracks 
are  provided  for  coaling  locomotives,  and  the  space  between 
the  elevated  pockets  facing  the  track  may  be  used  as  a  sand 
tower,  so  arranged  that  sand  can  be  furnished  on  two  tracks, 
the  sand  being  elevated  by  air  pressure  from  a  cylinder  in  the 
drying  room  through  inclined  pipes,  the  sand  house  being  lo- 
cated between  the  two  tracks  about  50  ft.  ahead  of  the  struc- 
ture. The  cost  of  the  wood  sand  house  lined  with  galvanized 
iron  on  the  outside,  including  sand  bins  between  coal  pockets 
and  all  mechanism,  averages  from  $1200  to  $1500. 

A  number  of  mechanical  plants  built  on  the  C.  P.  R.  and  their 
approximate  cost  are  given  on  page  482  as  follows: 

Single  Track  Plant,  Capacity  76  Tons  —  $12,000  to  $13,000 
Two  Track  Plant,  Capacity  200  Tons —  15,000  to  16,000 
Three  Track  Plant,  Capacity  300  Tons  —  18,000  to  20,000 


482 


COST  OF  COALING  STATIONS. 


General  Layout. 

Capacity  and  Cost  of  a  Number  of  Mechanical  Plants. 


Coa,!  Poc 

Cap. ,38  Tons^each  / 

^l  Cap.  TGVTonsy 


Total  Cap.  2QO  Tons 


LOCOMOTIVE  CRANE. 


483 


Locomotive  Crane.  (Fig.  228.)  —  With  the  locomotive  crane 
the  coal  is  taken  direct  from  flat-bottom  cars  by  grab  buckets 
and  hoisted  into  the  tender.  When  self-clearing  cars  are  used, 
a  pit  is  constructed  and  the  coal  dumped,  from  which  it  is 
handled  by  the  crane. 

To  avoid  delays  to  locomotives  elevated  pockets  are  some- 
times built  and  the  coal  hoisted  by  a  long  boom  crane.  With 


Fig.  228. 

proper  structural  facilities  the  crane  can  also  handle  cinders, 
and  in  some  cases  the  sand,  and  is  available  at  odd  times  for 
switching  cars. 

The  cost  of  the  locomotive  crane  set  up  complete  depends  on 
its  capacity  and  may  vary  from  $7000  to  $9500  or  more.  The 
cost  of  storage  pit  and  elevated  pockets  when  desired  is  also  a 
very  variable  quantity.  In  addition  a  certain  amount  of  special 
track  and  yard  room  has  to  be  figured. 

A  one-ton  bucket  and  42-ft.  boom  crane  with  a  50-ton  ele- 
vated pocket,  including  the  extra  track  arrangement,  would 
average  $9500. 

The  cost  of  handling  coal  by  crane  depends  upon  the  scheme 
of  coaling  facilities  and  the  work  it  can  do  in  handling  ashes, 
etc.,  at  odd  times. 


484 


BELT  CONVEYOR. 


Belt  Conveyor.  (Fig.  229.)  —  This  plant  may  consist  of  one 
or  a  series  of  pockets  with  an  inclined  belt  on  a  25-degree  slope, 
fed  from  a  track  hopper  beneath  the  coal  car  track,  the  coal 
being  delivered  to  the  belt  by  automatic  feeders. 

A  30-in.  wide  belt,  180  ft.  run,  with  a  speed  of  100  ft.  per 
minute  will  deliver  50  tons  per  hour. 


Fig.  229. 


The  belt  and  its  supports  with  a  gang  walk  is  usually  housed 
in  and  supported  by  trestle,  under  which  the  engine  room  is 
placed. 

The  coal  pockets  are  wood  construction  usually,  and  a  sand 
shed  beneath  the  coal  wharf  can  be  arranged  and  the  sand  shot 
by  air  to  a  storage  tank  at  the  top  of  the  bin,  from  which  it  is 
piped  to  the  engines  as  required. 

The  approximate  cost  of  a  wooden  structure,  single  pocket,  500 
tons  capacity  plant,  including  sand  house,  etc.,  complete,  aver- 
ages from  $12,000  to  $18,000. 

Balanced  Bucket  or  Holman  Type.  (Fig.  230.)  —  The  ele- 
vated pocket  has  a  capacity  of  350  tons.  The  coal  car  is  spotted 
over  the  hopper  and  fed  by  gravity  into  two  vertical  cars  that 
are  alternately  hoisted  and  lowered,  one  going  up  as  the  other 
comes  down.  The  buckets  are  automatically  fed  and  dumped 
by  feed  device  and  tripping  arrangements,  the  buckets  being 
designed  to  hold  three  tons  and  are  self-clearing. 


HOLMAN   PLANT. 


485 


They  are  operated  by  hoist  with  cable  drive  and  25-horsepower 
motor  controlled  by  the  operator  in  the  engine  room.  At  a  speed 
of  60  ft.  per  minute  100  tons  can  be  delivered  to  the  elevated 
pocket  per  hour. 

The  approximate  cost  of  the  plant  complete  averages  from 
$12,000  to  $15,000. 


Fig.  230. 


486 


C.   N.   R.   COALING  STATION. 


loo-ton  Mechanical  Coaling  Plant,  C.  N.  R.  (Fig.  231.)  — 
The  coal  is  carried  in  an  elevated  coal  pocket,  14  by  22  ft.,  of  a 
depth  varying  from  about  10  to  20  ft.,  the  bottom  having  a 
slope  with  regard  to  the  horizontal  of  about  30  degrees.  This 
pocket  is  carried  on  8  heavy  squared  timbers,  resting  on  con- 
crete piers,  heavily  cross  braced;  The  coal  pocket,  supported 


C.   N.   R.   COALING   STATION. 


487 


Sand  Drum 


i:i  Bucket 
|J     Pit 


GROUND  STORAGE 

SAND  PLANT  WITH 

SAND  DRYING  HOUSE 

Wet  Sand  Capacity  60  Tons 


Cooling 


Track 


Y 

I      100  Ton  Future  Proposed  100 

Pocket  Ton  Pocket 

I  ! 

IK  Ten  Bnotfet, 


Gasoline 


GENERAL  GROUND  PLANT 

Fig.  231  (Continued).     100-ton  Mechanical  Coaling  Plant,  C.  N.  R. 

by,  and  contained  between,  these  columns,  is  composed  of  heavy 
planking. 

The  elevator  shaft  consists  of  four  wooden  columns,  two  of 
which  are  those  of  the  coal  pocket  supports,  the  other  two 
being  carried  on  the  concrete  side  walls  of  the  receiving  coal 
hopper.  The  elevator  shaft  extends  into  a  pit,  18  ft.  deep. 

Back  of  the  elevator  is  a  receiving  hopper,  underneath  the 
delivery  track,  which  spans  the  pit  on  two  tracks,  supported 
by  I  beams.  The  hopper  and  elevator  pit  are  concrete  lined, 
the  receiving  hopper  having  sloping  sides.  The  coal  is  delivered 
on  cars  and  run  over  the  hopper  and  dumped.  The  area  of  the 
receiving  hopper  is  11  by  14  ft.,  and  it  slopes  in  three  direc- 
tions. The  feeding  mechanism  consists  of  a  gate,  chute  and 
feeder,  the  latter  delivering  the  coal  automatically  in  Ij  ton 
lots. 

The  elevating  bucket  is  1|  ton  capacity,  and  4  ft.  square. 


488  C.  N.  R.   COALING  STATION. 

The  apron  or  folding  chute  is  kept  closed  in  its  upward  travel 
by  a  roller  on  its  front  face  bearing  against  a  guide.  The  eleva- 
tor ways  are  30-lb.  rails.  The  movement  of  the  bucket  from 
the  bottom  of  the  pit,  automatically  causes  the  feeder  to  re- 
volve, filling  up  with  the  measured  1J  ton.  At  the  top  of  the 
elevator  travel,  the  apron  roller  guide  bends  forward  and  the 
apron  swings  open,  discharging  the  coal  through  the  apron 
to  a  chute,  into  the  coal  pocket.  As  the  bucket  commences 
to  descend,  the  apron  is  closed.  On  approaching  the  bottom 
of  the  pit,  the  feeding  mechanism  is  automatically  operated  and 
fills  the  bucket. 

The  approximate  cost  would  be  about  $9500  without  sand 
house. 

The  sand  storage  is  a  small  frame  building  adjoining  the 
hoistway,  of  similar  construction  to  the  coal  pocket.  A  chute, 
leading  into  it  from  the  top,  is  fed  in  exactly  the  same  manner 
as  the  coal  pocket,  a  valve  in  the  coal  pocket  chute  diverting 
the  sand  as  elevated  from  the  receiving  hopper  into  the  sand 
pocket  chute.  Beneath  the  sand  pocket  there  is  a  sand  drying 
room,  fed  by  gravity  from  the  supply  above.  The  dried  sand 
is  delivered  by  compressed  air  to  a  10-ton  dry  sand  tank,  situ- 
ated directly  over  top  of  the  coal  pocket.  There  is  also  a  50-ton 
ground  storage  plant  for  wet  sand. 

The  coaling  plant  is  designed  so  that  a  100-ton  pocket  can 
be  added  in  the  future.  The  total  capacity  would  then  be  200 
tons,  somewhat  large  for  a  single-track  plant.  The  construction 
throughout  is  principally  wood,  excepting  the  portion  of  the  pit 
and  coal  hopper,  which  are  built  of  steel  and  concrete.  The  inside 
of  the  pockets  are  lined  with  sheet  iron  to  facilitate  the  flow  of 
coal. 


N.  &  W.  RY.   COALING  STATION  489 

26o-ton  Coaling  Station,  N.  &  W.  Ry.  (Fig.  232.)— The 
building  is  entirely  of  reinforced  concrete  and  provides  overhead 
storage  facility  for  260  tons  of  coal  and  10  tons  of  dry  sand, 
ground-floor  storage  for  100  tons  of  wet  sand.  The  general 
arrangement  provides  for  supplying  both  coal  and  sand  to  en- 
gines on  three  tracks  —  two  main  tracks  which  the  station  spans 
and  one  outside  track  which  also  is  used  for  dumping  coal  into 
the  track  hopper  and  shoveling  sand  into  the  wet  storage  bins. 

Each  of  the  three  service-tracks  is  supplied  with  coal  through 
a  coaling  chute,  the  flow  being  controlled  by  a  gear-operated 
undercut  gate.  Sand  is  delivered  through  special  swiveled, 
telescopic  spouts  that  can  be  adjusted  to  suit  the  position  of  the 
locomotive;  one  of  these  spouts  serves  the  two  inside  tracks 
and  another  the  outside.  All  chutes  and  spouts  are  counter- 
balanced and,  when  not  in  use,  are  swung  up  and  out  of  the  way 
automatically. 

The  track  hopper  for  receiving  coal  from  the  cars  is  10  ft. 
wide  by  12  ft.  long  and  is  fitted,  as  shown  in  Fig.  232,  with  a 
reciprocating  apron  which  feeds  the  coal  to  an  elevator  of  the 
gravity-discharge  type.  The  elevator  consists  of  V-shaped 
steel  buckets  36  in.  long  by  22  in.  wide  by  10  in.  deep  attached 
every  3  ft.  between  two  strands  of  steel  link  chain  fitted  with 
4-in.  rollers  chamfered  to  admit  of  lubrication.  It  has  a  vertical 
travel  of  60  ft.  from  the  hopper  to  the  top  of  the  pocket  and 
then  a  horizontal  run  of  33  ft.  over  the  bin  into  which  it  dis- 
charges through  two  two-way  chutes.  The  horizontal  run  has 
a  speed  of  50  ft.  per  minute  and  a  capacity  of  50  tons  per  hour. 

The  objection  to  a  concrete  structure  for  coaling  plants  is  due 
to  the  fact  that  most  yards  are  susceptible  to  change  and  enlarge- 
ment and  it  is  an  exceedingly  difficult  matter  to  wreck  a  building 
of  this  character.  There  is  little  or  no  salvage  and  the  cost  of 
demolishing  it  is  very  high. 


(490) 


SAND  HOUSES.  491 

Sand  Houses. 

At  divisional  and  other  points  where  engines  are  housed,  pro- 
vision is  usually  made  to  supply  locomotives  with  sand  to  use  in 
case  of  slipping  on  heavy  grades  or  on  account  of  climatic  condi- 
tions. This  generally  consists  of  a  small  wooden  house  with  an 
extension  wet  sand  storage  bin  and  an  elevated  dry  sand  box  or 
tower,  into  which  the  sand  is  elevated  by  manual  labor  or  some 
mechanical  hoisting  device  or  by  blowing  it  through  a  pipe  by 
compressed  air,  where  it  is  stored  and  run  by  gravity  to  the 
sand  box  of  the  locomotive  when  required.  The  shed  is  gener- 
ally arranged  so  that  the  wet  sand  can  be  conveniently  delivered 
and  shoveled  from  cars  to  the  storage  bin,  the  bin  being  suffi- 
cient to  hold  at  least  one  carload.  A  small  room  is  provided  to 
house  in  the  sand  drier  and  hoisting  mechanism,  etc. 

Instead  of  hoisting  the  sand  into  elevated  hoppers,  a  platform 
is  often  used  on  which  dry  sand  is  placed  in  buckets  arranged  so 
that  they  can  be  easily  handled  by  the  enginemen,  the  platform 
being  placed  alongside  the  engine  track  on  a  level  with  the  foot- 
board of  engines. 

The  sand  is  dried  by  cast  or  sheet-iron  drying  stoves,  or  by 
steam  pipe  troughs,  and  is  generally  screened  before  being  placed 
for  use. 

The  sand  house  is  usually  located  in  close  proximity  to  the  coal 
and  water  supply,  so  that  engines  when  taking  coal  or  water  can 
at  the  same  time  obtain  their  supply  of  sand. 

Approximate  Cost.  (Fig.  233.)  —  32  ft.  long,  13  ft.  wide,  con- 
sisting of  wet  sand  bin  16'  X  12',  drying  room  14'  X  12',  small 
coal  bin,  sand  drier  and  screen,  compressed  air  cylinder  and  ele- 
vated sand  tower,  masonry  foundation,  $700  to  $900.  With 
wood  foundation,  balance  as  above,  $600  to  $700. 

Construction.  —  Wood  sills  or  masonry  foundation,  concrete 
floor  in  sand-drying  house,  frame  walls,  2-in.  plank  on  4"  X  4" 
studs  at  4-ft.  centers,  lined  on  the  outside  with  corrugated  iron; 
no  finish  inside;  roof,  3-in.  plank  with  6"  X  8"  beam,  tar  and 
gravel  finish;  tower,  8"  X  8"  posts  well  anchored  to  base  at 
floor  level,  height  about  30  ft.  from  base  of  rail  to  center  of  sand 
storage,  braced  with  2"  X  6"  horizontal  and  cross  timbers; 
sand  tower  walls  2-in.  plank  with  corner  posts,  roofed  over  with 


492 


SAND  HOUSES. 


J-in.  T.  &  G.  boards,  covered  with  shingles  and  building  paper 
between  boards.  The  tower  is  provided  with  sand  valve  and 
spout  with  rubber  hose  at  end  for  running  the  sand  to  the  en- 
gines. 


,12'xl2'Hardwood 


TRACK  ELEV. 


CedarVosts 


PLAN 

Fig.  233.    C.  P.  R.  Sand  House. 


WET  SAND  STORAGE. 


493 


Wet  Sand  Storage.  —  Two-inch  plank  walls  supported  by 
8"  X  8"  posts  about  8-ft.  centers,  set  on  cedar  sills  on  the 
ground,  or  the  posts  may  extend  into  the  ground  5  ft.  or  there- 
about; roofing  2-in.  plank  and  8"  X  8"  rafters,  with  tar  and 
gravel  finish.  The  length  of  wet  sand  bin  varies  to  suit  condi- 
tions. 

APPROXIMATE  ESTIMATE  OF  COST.    FIG.  233. 


Quantities. 

Mate- 
rial. 

Labor. 

Total 
unit. 

Cost. 

40  cubic  yards  excavation  
24  cubic  yards  concrete  
8  cubic  yards  sand  fill  
8000  ft  B.  M.  lumber,  per  thousand  
2  doors  . 

$'3^50 

18^00 
5.00 
6.00 

20.00 
25.00 
0.16 
1.75 
0.75 

4.00 
2.00 
20.00 

2.00 

2.50 
14.00 
8.00 

room,  ( 

$3^50 

17.00 
2.50 
3.00 

23.00 
30.00 
0.17 
0.50 
0.25 

3.00 
0.50 
9.25 

2.00 

2.50 
16.00 
12.00 

leduct 

$  0.50 
7.00 
0.50 
35.00 
7.50 
9.00 

0^33 
7.00 

4.00 
5.00 

$  20.00 
168.00 
4.00 
280.00 
15.00 
9.00 

43.00 
55.00 
10.00 
2.25 
1.00 

35.00 
2.50 
29.25 

6.00 

20.00 
30.00 
20.00 

1  window  

1  sand-drying  furnace  with  cast-iron  smoke 
jack  and  piping  
-1  compressed  air  sand  cylinder  
30  feet  2^-inch  pipe  
1  glove  valve  ...         

1  drain  cock  

5  squares  galvanized  or  corrugated  iron,  per 
square 

Sand  screen 

1  sway  supply  spout  with  connections 

If  squares  shingles,  per  square   (100  square 
feet)  

4  squares  tar  and  gravel  roof,  per  square  (100 
square  feet) 

Painting 

Concrete  floor  

If  wood  foundation  is  used  under  sand-drying 

$750.00 
150.00 

$600.00 

The  sand  air  cylinder  is  embedded  in  concrete  below  the  floor 
level,  the  sand  running  by  gravity  from  the  screen  to  the  cylinder. 
The  refuse  from  the  screen  falls  into  a  wooden  bin  on  the  opposite 
side  and  is  removed  by  shovelling  when  desired. 


494 


SAND  STORAGE. 


Sand  Storage.  —  The  sand  storage  bin  shown  on  Fig.  234  as 
built  by  the  Chicago  and  Alton  at  Glen,  111.,  is  located  at  one 
end  and  is  a  part  of  the  coal  chutes  with  the  track  above,  con- 
sisting of  three  bins  with  a  capacity  of  374  tons  of  wet  sand 
each,  and  one  double  dry  sand  bin  with  a  capacity  of  66  tons. 
The  wet  sand  bins  extend  down  considerably  below  the  level  of 
the  coal  chute  bin  floor  to  a  dryer,  provided  in  the  bottom  of 
each  bin.  The  dry  sand  is  elevated  by  compressed  air  into  a 
dry  sand  storage. 


SECTION  THROUGH  DBY  SAND  BJN  SECTION  THROUOH  WET  SAND  BIN 

Fig.  234.     Sections  Through  Sand  Bins,  C.  &  A. 


The  structure  is  built  almost  entirely  of  wood  excepting  the 
foundations  which  are  of  concrete.  The  objection  to  this  type  of 
structure  is  the  fire  risk  on  account  of  having  the  dryer  imme- 
diately under  the  structure.  With  a  steam  dryer,  however,  the 
risk  could  be  eliminated. 


LOCOMOTIVE  TERMINALS. 


495 


CHAPTER  XX. 
SHOPS   AND   ENGINE   HOUSES. 

Locomotive  Terminals.  --  The  ar- 
rangement for  the  handling  of  locomo- 
tives at  terminals  involves  the  design 
and  location  of  a  group  of  structures 
together  with  track  facilities  for  their 
operation,  so  arranged  that  the  distance 
between  the  terminal  and  the  points 
where  the  engines  begin  and  end  their 
service  shall  be  a  minimum,  with  the 
fewest  possible  reverse  or  conflicting 
movements. 

For  track  facilities  it  is  recommended 
that  there  be  two  inbound  and  two 
outbound  tracks  with  an  emergency 
run  around  track. 

The  inbound  tracks  should  be  long 
enough  to  admit  a  water  crane  a 
reasonable  distance  from  the  entrance, 
so  that  engines  coming  in  from  the 
road  in  a  leaky  condition  with  the 
water  low  in  the  tender  can  be  given 
water,  otherwise  with  engines  ahead, 
they  will  die  before  getting  into  the 
house  and  cause  delay.  A  water  crane 
should  be  located  at  the  entrance  of 
inbound  tracks  and  one  on  the  inbound 
track  between  the  cinder  pit  and  turn- 
table and  one  on  the  outbound  track. 

Location  of  coal  chutes  should  be 
300  to  400  ft.  from  the  water  crane  so 
that  after  taking  water  the  engines 
may  move  ahead  to  wait  their  turn  for 
coaling. 


496 


LOCOMOTIVE  TERMINALS. 


The  turntable  should  be  from  500  to  600  ft.  at  least  from 
the  coal  chutes  to  allow  for  engines  standing  after  taking 
coal. 

The  typical  layout  suggested  by  the  A.  R.  E.  Assoc.,  Fig. 
235,  cover  the  features  involved,  which  will  necessarily  be  modi- 
fied to  suit  the  location,  the  shape  and  size  of  ground  site,  etc., 
where  such  are  fixed. 

A  modified  layout  of  a  terminal  in  a  congested  area  is  shown, 
Fig.  236,  which  illustrates  the  track  and  facilities  provided  at 
Decatur,  111.,  on  the  Wabash,  where  approximately  one  hundred 
engines  are  handled  per  day. 


Fig.  236.    Layout  Engine  Terminal,  Decatur,  111. 


The  Lake  Shore  and  Michigan  Southern  Ry.  terminal  at  Air 
Line  Jet.,  Ohio,  is  shown,  Fig.  237.  The  layout  comprises  two 
engine  houses,  a  power  house,  machine  and  blacksmith  shop, 
and  other  buildings  conveniently  grouped.  The  twenty-seven 
stall  house  is  for  freight  engines  and  the  thirteen-stall  house  for 
the  mallet  pusher  locomotives.  Both  houses  are  provided  with 
a  90-ft.  turntable. 


LOCOMOTIVE  TERMINALS. 


497 


iJ.il!  !e 


« m 


ll.     fl 


c, 
'tb 


498  ENGINE   HOUSES. 

Engine  Houses.  —  In  the  past  few  years  there  has  been  a 
great  improvement  in  the  design  of  engine  houses,  particularly 
in  regard  to  light,  heat,  and  ventilation.  There  has  also  been 
added  facilities  and  equipment  to  further  its  efficiency,  includ- 
ing the  introduction  of  lockers  and  proper  toilet  arrangements 
either  in  the  house  itself  or  in  the  boiler  and  machine  shop, 
which  is  usually  an  annex  or  extension  to  the  engine  house 
when  it.  exceeds  10  stalls.  Drop  pits  are  also  provided  for 
driving  wheels,  engine  and  tender  wheels  when  running  repairs 
are  required  to  any  extent,  with  overhead  cranes  or  trolleys  for 
removing  dome  caps,  front  end  doors,  bumper  beams,  etc. 

Washout  systems  for  washing  out  and  filling  locomotive  boilers 
have  also  been  introduced  to  a  very  large  extent  for  protection 
against  leaky  flues  and  economy  in  firing  up,  etc.,  with  storage 
tanks  for  the  conservation  of  the  water  blown  from  the  boilers 
which  is  reused  for  washout  purposes  and  refilling,  the  refilling 
water  being  filtered  before  being  reused  in  the  boilers. 

A  great  number  of  engine  house  designs,  varying  mostly  in 
cross-section,  have  been  produced  and  some  typical  sections  in 
general  use  are  shown,  Figs.  238  and  239. 

The  flat  roof  construction  is  probably  the  most  common. 
It  has  the  advantage  of  being  simple  in  design,  is  easier  to  heat 
and  is  fairly  low  in  first  cost  and  economical  in  maintenance. 

On  account  of  the  destructive  nature  of  the  smoke  fumes 
there  is  a  desire  on  the  part  of  designers  to  eliminate  almost 
entirely,  when  possible,  any  steel  or  exposed  iron  work  of  any 
kind  in  its  construction  and  where  timber  is  not  used  for  the 
posts  and  beams,  reinforced  concrete  has  been  generally  adopted; 
where  steel  is  used  it  is  generally  encased  in  concrete. 

On  the  C.  P.  R.  it  has  been  found  that  the  mill  type  all  wood 
construction,  excepting  for  outside,  dividing  or  end  walls,  has 
proven  more  satisfactory  than  steel  and  concrete  construction. 
There  are  a  number  of  reasons  for  this;  with  concrete  in  very 
cold  weather  sweating  may  take  place  from  the  opening  and 
closing  of  doors  in  the  movements  of  engines,  and,  unless  very 
well  insulated,  the  roof  is  liable  to  drip  at  certain  times  by  the 
chilling  of  exhaust  steam  on  the  cold  concrete  surface;  the 
house  is  also  harder  to  heat  and  is  exceptionally  high  in  first 
cost. 


TYPICAL  SECTIONS  OF  ENGINE  HOUSES.  499 


Ventilato         3'Piank 


Omoreie          p— j     ^1' Brick  or  Concrete 


or  Pipe  Duct  SECTION  THROUGH   ENGINE   HOUSE  C.P.R 


SECTION  THROUGH  ENGINE  HOUSE  ILL.  CENT 


SECTION  THROUGH  ENGINE  HOUSE  K.C.S.RY. 

Fig.  238.     Typical  Cross  Sections  of  Engine  Houses. 


500 


TYPICAL  SECTIONS  OF  ENGINE   HOUSES. 


Col.B 


A.  T.   &  S.   F.   ENGINE  HOUSE. 


j£w^^ 


kj  TO^JM  igi 


W.  M.  RY.  ENGINE  HOUSE. 

Fig.  239.     Typical  Cross  Sections  of  Engine  Houses. 


COST  OF  ENGINE  HOUSES.  501 

In  the  mill  type  building  where  laminated  construction  is 
used  on  the  roof  and  heavy  wood  beams  for  the  roof  timbers 
and  posts  these  defects  do  not  occur;  a  building  of  this  sort 
is  semi-fireproof,  is  very  hard  to  burn,  is  fairly  low  in  first  cost, 
easy  to  maintain,  and  in  the  event  of  a  change  of  location  has 
some  salvage. 

A  few  typical  cross  sections  of  the  various  types  of  engine 
house  are  shown,  Figs.  238  and  239,  which  give  a  fair  idea  of 
their  general  construction. 

For  the  mill  type  the  posts  vary  from  10"  X  10"  to  12"  X  12" 
with  6"  X  6"  or  6"  X  8"  braces  connecting  the  posts  and  the  main 
run  beams.  The  main  beams  vary  from  10"  X  12"  to  10"  X  16" 
depending  upon  the  span.  Roof  beams  8"  X  12"  to  8"  X  16" 
varying  from  6  ft.  to  8  ft.  centers  over  which  is  built  a  solid 
timber  roof  with  boards  laid  on  edge  and  nailed  sidewise,  and  the 
roof  covering,  tar  and  gravel  or  composition;  usually  the  fire, 
rear  and  end  walls  are  of  brick  or  concrete  and  the  foundations 
of  concrete. 

Another  type  of  engine  house  that  has  been  used  to  a  large 
extent  is  designed  to  accommodate  a  travelling  crane;  typical 
cross  sections  of  this  kind  are  shown,  Fig.  239.  The  construc- 
tion is  generally  reinforced  concrete  throughout,  or  a  combina- 
tion of  steel  shapes  encased  in  concrete. 

Cost  of  Engine  Houses.  —  The  size  of  engine  houses  varies 
from  60  to  105  ft.  in  depth.  An  85-ft.  house,  which  is  about 
the  average,  would  have  an  area  of  approximately  1700  sq.  ft., 
or  a  cubic  capacity  of  about  34,000  cu.  ft.  for  the  ordinary  flat 
roof  house. 

Approximate  Cost.  —  Approximate  cost  per  stall  for  various 
designs,  dimensions  as  above,  previous  to  1915 : 

(1)  Frame  building:  Wood  posts,  cinder  floor,  cedar  sill  founda- 
tion, wood  roof,  $1600  to  $1800.     Average,  $1  per  square  foot,  or 
5  cents  per  cubic  foot. 

(2)  Frame  building:   Wood  posts,  cinder  floor,  masonry  foun- 
dation, wood  roof,  $2000  to  $2200.     Average,  $1.25  per  square 
foot,  or  6J  cents  per  cubic  foot. 

(3)  Brick  building:  Wood  posts,  cinder  floor,  masonry  founda- 
tion, wood  roof,  $2400  to  $2600.     Average,  $1.50  per  square 
foot,  or  7J  cents  per  cubic  foot. 


502 


WOOD  ENGINE  HOUSE. 


(4)  Brick   building:    Steel   and   concrete   posts,    cinder   floor, 
masonry  foundation,    mill    construction   roof,    $2800   to    $3000. 
Average,  $1.75  per  square  foot,  or  8J  cents  per  cubic  foot. 

(5)  Masonry  or  'concrete  building:    Steel  and  concrete  posts, 
brick  floor,  cedar  sill  foundation,  concrete  roof,  $3200  to  $3500. 
Average,  $2  per  square  foot,  or  10  cents  per  cubic  foot. 

The  wood  roof  for  the  first  three  estimates  would  consist  of 
ordinary  joists  with  double  f-in.  boarding  on  top. 

The  mill  construction  roof  would  consist  of  large  wood  beams, 
spaced  at  least  8-ft.  centers  with  3-in.  plank  on  top. 

The  concrete  roof  would  consist  of  reinforced  concrete  beams, 
at  least  8-ft.  centers  with  3-in.  concrete  over,  reinforced  with 
expanded  metal. 

The  above  costs  are  for  building  one  stall  complete,  and 
include  heating,  electric  wiring  and  lights,  steam,  air  and  water 
pipes,  smoke  jacks,  drainage  inside  the  house,  etc. 

The  approximate  cost  per  stall  of  a  few  standard  engine  houses 
on  a  number  of  railroads  previous  to  1915  is  given  as  follows: 

APPROXIMATE  COST  OF  ENGINE   HOUSES. 


No. 
of 

stalls. 

Name  of  railway. 

Depth 
of 
house. 

Kind. 

Diam. 
of  turn- 
table. 

Total 
cost. 

Approx. 
est'd 
cost  per 
stall. 

35 

A.  T.  &  S.  Fe,  T.  C  

Ft. 

92 

Reinforced  concrete  

Ft. 

$158,000 

$4500 

42 

WabashRy  

91 

Wood  

84,500 

2100 

34 

C.  Jet.  Ry  

85 

Concrete,  brick  and  wood 

75,000 

2500 

40 

L.  S.  &  Mich  

Frame  concrete  fds  

132,000 

3300 

Std. 

B.  &  M. 

75 

Brick 

1600 

18 

C.  P.  R...  . 

85 

Concrete  and  steel 

63,000 

3500 

18 

C.  P.  R...  . 

90 

Concrete  and  mill  cons... 

57,600 

3200 

13 

Lake     Shore     &     Mich. 

Southern  

105 

Concrete  and  mill  cons... 

90 

5000 

16 

Buff.     Roch.    &    Pitts., 

T.  C  

103 

Reinforced  concrete  

90 

111.  Central  

100 

Concrete  and  mill  con.  .  . 

Western  Maryland,  T.  C.. 

105 

Reinforced  concrete  

100 

5000 

Wabash  Engine  House  (Wood).  (Fig.  240.)  —A  42-stall  en- 
gine house  of  this  design  was  erected  at  Decatur,  111.  It  was 
built  of  wood  and  cost  about  $2100  per  stall;  its  construction 
was  as  follows: 

Construction.  —  Inner  circle  posts  12"  X  12",  outer  circle 
8"  X  8",  depth  of  stalls  90ft.  10  in.;  outer  wall  filled  with  glazed 


WOOD  ENGINE  HOUSE. 


503 


sash  above  window  sills,  below  sills  wall  is  made  with  an  8"  X  8" 
base  plate  and  a  6"  X  8"  sill  directly  under  the  window  sash. 
To  these  are  fastened  expanded  metal  covered  with  a  heavy 
coating  of  cement  plaster,  both  inside  and  out.  Inner  wall 


12*r-B<*m.  Sljffc 
for  TroUej  I 


xLookonteS'xlO* 


Transoms  Stationary,  All  Glass'lO'x  14* 
SHOWING  FRAMING  SHOWING  FINISH 


FRONT  ELEVATION  REAR  ELEVATION 

Fig.  240.    Wabash  Engine  House,  Decatur,  111. 

solid  doors,  and  the  short  space  between  door  and  roof  is  finished 
same  as  outer  walls.  Post  and  wall  foundations  and  pit  walls 
are  of  concrete. 

Floor.  —  Floor  consists  of  8-in.  cinders,  4J-in.  concrete  and 
J-in.  cement  finish. 


504  CONCRETE  ENGINE   HOUSE. 

Vents.  —  Over  each  pit  at  the  apex  of  the  roof  there  is  a  wooden 
ventilator  4J  ft.  square  with  wooden  slats  on  all  four  sides. 

Smoke  Jacks.  —  Smoke  jack  3  ft.  square  with  steel  angle 
frame;  the  portion  extending  below  the  roof  is  flared  to  form  a 
hood  8  ft.  long  and  3  ft.  wide.  The  angle  frame  is  tied  with 
f-in.  round  rods  placed  about  18  in.  centers  and  the  whole 
jacket  is  covered  with  expanded  metal  and  cement  to  prevent 
the  iron  from  rusting. 

Drop  Pits.  —  There  are  three  drop  pits  each  extending  under 
two  tracks.  Two  of  the  pits  are  for  driving  wheels  and  one  for 
engine  truck  wheels. 

Heating.  —  The  house  is  heated  by  steam,  with  2-in.  pipes 
placed  alongside  the  pit  walls,  four  on  each  side. 

Light.  —  The  house  is  lighted  by  incandescent  lamps,  six 
lamps  being  suspended  between  each  pair  of  pits. 

Air  Pipes.  —  Compressed  air  for  power  purposes  is  supplied 
by  a  compressor  driven  by  a .  75-horsepower  motor  and  supplies 
375  cu.  ft.  of  air  per  minute.  The  main  pipe  overhead  is  1J  in. 

Trolley  System.  —  Six  feet  from  the  outside  wall  there  is  sus- 
pended from  the  roof  purlins  a  single  line  of  12-in.  I-beams, 
31J  Ib.  per  foot,  completely  encircling  the  house.  These  sup- 
port an  overhead  telpher,  driven  by  an  electric  motor  and  hav- 
ing a  capacity  of  2  tons  for  transferring  wheels,  heavy  castings, 
etc. 

Washout  Plant.  —  The  system  consists  of  a  series  of  storage 
tanks,  pumps,  thermostats,  and  regulating  valves  and  the  opera- 
tion and  details  are  described  on  pages  508  and  522. 

A.  T.  &  S.  Fe  Engine  House  (Concrete).  (Figs.  241  and  242.) 
—  A  35-stall  engine  house  of  this  design  was  erected  at  San  Ber- 
nardino and  Bakersfield,  Cal.,  built  of  reinforced  concrete,  and 
cost  about  $4500  per  stall.  Depth  of  stall  92  ft.  from  outer  to 
'inner  wall,  and  inner  wall  is  123  ft.  from  center  of  turntable. 

Construction.  —  These  houses  are  of  unusual  construction,  in- 
asmuch as  there  is  only  one  line  of  post  supports  inside  the 
house,  which  practically  divides  it  into  two  parts,  one  section 
of  which  is  provided  with  a  7J-ton  travelling  crane  for  stripping 
and  assembling  engines.  The  walls,  columns,  roof  girders,  roof 
beams  and  roof  are  of  reinforced  concrete.  The  pit  walls  are 
built  of  concrete  reinforced  with  old  boiler  tubes. 


CONCRETE  ENGINE  HOUSE. 


505 


ELEVATION  OF  SIDE  WALL  TO  STANDARD  STALL  NO.  1 


Truck  \Vheel' 
ypliib 


Dtrqp 

LONGITUDINAL  SECTION  OFSTANDARD  STALL  NO..2  SECTION  C-D 


.Ring  Bit 


^Adjustable  Louvres 


ELEVATION  NARROW  END 
STANDARD  STALL 


ELEVATION   WIDE     END 
STANDARD  STALL 


Fig.  241.     A.  T.  &  S.  F6  Engine  House. 


506 


CONCRETE  ENGINE  HOUSE. 


DETAILS  OF  PIT  CONSTRUCTION. 


At  Crossing  of  engine 

and  drive  wheel  drop 

pits 


At  crossing  of  engine 

and  truck  wheel  drop 

•pits 


%  Rivets 


3ETA1L  OF 
STRUT 
FORGED 


!p'^    STIRRUP  E 
KI,      BELLY  ROD 
i.i-       FORGED 


Boiler  plate  cover  over  pit  outside  of  engine 
rails  V'thick  4"x  3"x  ^"angles,  chases  for  . 


Boiler  plate  pit  covers  % 
thick  and  removable,  six 
sections  in  distance  be- 
tween two  adjacent  engine 
pits. 


4"x3i  ^"  Angle  at  ends. 


Paving  brick  on  edge 
Sand  and  cinder  fill 
Common  hard  burn 
brick  laid  flat. 


Standard  rail  riveted  on  top  flange 
of  15"42  Ib.  I-Beam 


Each  section  of  covers  to  all  pits  to  be 

prov 

fastened  at  ends.  Chases  for  tee  and 


vided   with  ^"x  4  suitable  iron  rin 


bars,  five  sections  in  distance  between  two-' 
adjacent  engine  pits  4"x3^"z  He"  anglif*|l  2 
at  ends,  S^'x  V*-  H"tar  a*  *>utt  joints. 


]. 


w 4-&M-,— '      . 

Malleable  iron  clips  2  x  Six  1,  of  .engine  pit 
Nji       \   [Steel  rail  bed  plates  8  x  12  x  *' 


same,  bearing  for  plate  and  angles  to  be  in,  ^J 
.11  c«es_2^___r  -  ;T  -  ----  JC- 


CYLINDER  PIT 


x  K" 


TRUCK  WHEEL  DROP  PIT 


• — 3-10- 
DRIVE  WHEEL  DROP  PIT 


2'steam  blowV  line  l\j& 


SIDE  ELEVATION 


FRONT  ELEVATION 


Fig.  242.    Details,  35-stall  Engine  House,  A.  T.  &  S.  F.  Ry. 


CONCRETE  ENGINE  HOUSE. 

DETAILS  STtAM,  AIR  AND  WATER  PIPING. 


507 


Fig.  242  (Continued).    Partial  Plan,  35-stall  Engine  House,  A.  T.  &  S.  F.  Ry. 

Floor.  —  Floor  consists  of  8-in.  cinders  and  a  layer  of  common 
hard  brick,  on  top  of  which  is  placed  a  bed  of  sand  and  cinder 
filling,  on  which  is  placed  the  finished  paving  brick. 

Vents.  —  Over  the  high  portion  of  the  house  is  a  6'  X  15' 
ventilator  with  adjustable  louvers,  encircling  the  entire  house, 
which  serve  as  smoke  jacks  also. 

Drop  Pits.  —  There  are  three  drop  pits,  each  extending  under 
two  tracks,  also  two  truck  wheel  pits.  The  pits  are  so  arranged 
that  it  is  possible  to  remove  driving  wheels  and  truck  wheels  at 
the  same  time  when  desired. 

Heating.  —  The  house  is  heated  by  steam  from  mains  in  the 
ring  pit,  with  pipes  placed  on  either  side  of  the  engine  pit. 

Trolley  System.  —  The  house  is  provided  with  travelling  crane 
with  three  D.-C.  220-volt  direct-current  motors.  The  bridge  is 
equipped  with  a  7J-ton  motor,  speed  200  ft.  per  minute.  The 
travelling  hoist  motor  is  1\  horsepower,  hoisting  speed  10  ft. 
per  minute,  the  rack  with  two  horsepower  giving  a  speed  of 
about  200  ft.  per  minute. 


508  STEAM,   AIR  AND  BLOW-OFF  LINES. 

The  crane  is  designed  to  run  on  two  concentric  tracks,  and 
they  are  so  proportioned  at  either  end  of  the  bridge  that  both 
ends  of  the  crane  travel  together  on  their  respective  circles. 

Steam,  Air,  and  Blow-off  Lanes.  —  The  air  line  enters  the 
round  house  through  the  wall  nearest  the  boiler  room  and  27  ft. 
from  the  floor  line  and  extends  along  the  side  of  the  bottom 
chord  of  the  main  truss  to  the  opposite  end  of  the  same  and  down 
to  a  2"  X  2"  X  2|"  tee,  from  which  run  2-in.  lines  horizontally 
each  way  to  the  last  post  at  each  end  of  the  house,  with  1-in. 
branch  lines  down  at  each  post. 

NThe  2f-in.  steam  blower  line  enters  the  round  house  as  near 
as  possible  to  the  air  line  and  follows  it  alongside  of  the  bottom 
chord  of  the  main  roof  truss  and  down  to  a  2"  X  2"  X  2J" 
"  T  "  from  which  a  2-in.  line  runs  horizontally  supplying  IJ-in. 
branch  lines. 

The  2-in.  horizontal  lines  are  given  a  slight  fall  each  way  from 
the  2j-in.  tee,  and  provided  with  a  f-in.  drain  pipe  at  the  extreme 
ends  leading  down  to  a  point  about  2  ft.  from  the  floor  line  and 
directly  over  a  sewer  basin.  A  J-in.  globe  valve  is  provided  on 
the  drain  pipe  about  12  in.  from  the  end. 

The  steam  blow-off  line  is  of  3-in.  pipe  running  parallel  to 
the  air  line  and  the  steam  blower  line  with  IJ-in.  branch  lines 
extending  down  each  post  to  6  ft.  6  in.  from  the  floor.  The 
connection  to  the  locomotive  is  made  by  a  flexible  bronze  tube 
5  ft.  6  in.  long. 

The  treated  water  and  the  washout  water  lines  are  carried 
overhead,  in  the  same  brackets  which  support  the  other  lines 
mentioned.  These  lines  are  4  in.  with  2-in.  branch  lines  extend- 
ing down  the  posts  and  terminating  in  a  2-in.  long  radius  cross, 
which  is  provided  with  a  plug  in  the  top  and  a  hose  connection 
in  the  bottom,  making  it  possible  to  wash  out  a  boiler  with 
ordinary  water  and  fill  it  with  treated  water  with  the  same 
hose  connection. 

A  4-in.  water  blow-off  line  is  laid  in  the  ring  pit  and  connected 
to  each  stall  by  a  2j-in.  pipe  entering  the  engine  pit  through  a 
hole  provided  in  the  basin  plate.  A  4-in.  drain  tile  is  laid  from 
the  bottom  of  the  posts  and  the  engine  pit  to  carry  away  any 
drip  or  overflow  that  might  occur  from  the  water  and  steam 
lines. 


SMOKE  JACKS.  509 

Smoke  Jacks.  —  The  only  desirable  opening  in  an  engine- 
house  roof  is  that  required  for  the  smoke  jack.  Skylights  rob 
the  house  of  a  good  deal  of  heat,  and  very  soon  get  blackened  up. 

Ventilators,  also,  unless  operated  by  mechanical  suction  or 
fan,  are  of  little  use. 

The  smoke  emitted  from  engines,  when  mixed  with  steam, 
forms  sulphuric  acid  that  destroys  all  exposed  metal.  All  mate- 
rial, therefore,  for  openings  of  any  kind  should  be  such  as  will 
not  readily  be  affected  by  smoke  fumes,  and  while  there  has 
been  a  steady  improvement  in  the  design  of  engine  houses,  the 
smoke  jack  pro*blem  has  not  yet  been  satisfactorily  solved. 

Design.  —  The  old  style  of  telescopic  jack  that  was  arranged 
with  counterweights  so  that  it  could  be  pulled  up  and  down 
over  the  engine  stack  has  almost  disappeared,  having  been 
supplanted  by  the  wide-mouthed  rigid  jack  that  carries  off  the 
smoke  to  better  advantage  and  allows  some  leeway  in  the  spot- 
ting of  the  engine.  There  has  also  been  a  marked  increase  in 
the  area  of  the  smoke  flue  and  a  tendency  to  decrease  the  height 
of  the  stack  above  the  roof;  also  from  the  nature  of  the  mate- 
rials used  a  square  section  as  well  as  a  round  and  oval  one  has 
developed.  To  conserve  the  heat  in  winter,  dampers  are  used 
to  some  extent,  but  this  feature  is  gradually  being  dispensed 
with;  obviously  the  smoke  stack  without  a  damper,  also  serves 
as  a  good  ventilator. 

The  present  day  jack,  therefore,  may  be  said  to  consist  of  a 
wide-mouthed  hood  8  ft.  to  12  ft.  long  or  more,  preferably  not 
less  than  36  in.  wide;  the  hood  tapers  on  two\or  all  four  sides  and 
connects  with  the  smoke  stack.  The  smoke  stack  varies  from 
30  in.  to  42  in.  in  cross  section,  either  round  or  square,  and  ex- 
tends 6  ft.  or  more  above  the  roof,  terminating  with  a  cowl  or 
opening  at  the  top  to  serve  as  an  exit  for  the  smoke. 

When  the  hood  is  narrow  and  short  in  length  or  has  a  flat 
taper,  a  ventilating  feature  at  the  roof  is  sometimes  provided 
by  making  the  jack  in  two  pieces,  that  portion  above  the  roof 
being  made  a  little  larger  than  the  portion  below  the  roof  so  as 
to  produce  the  effect  of  a  box  within  a  box  for  a  square  jack, 
or  a  pipe  within  a  pipe  for  a  round  jack,  the  space  between 
serving  as  an  exit  for  any  smoke  getting  from  under  the  hood. 
This  feature,  however,  is  not  generally  provided  for  hoods  that 


510 


CAST-IRON  SMOKE  JACKS. 


are  wide  and  long.  Most  of  the  designs  that  are  used  to  any 
great  extent  at  the  present  time  are  patented  and  the  illus- 
trations and  descriptions  that  follow  are  from  drawings  that 
are  protected  by  patents. 

Materials.  —  The  materials  now  commonly  used  in  the  con- 
struction of  smoke  jacks  are  cast  iron,  asbestos,  and  wood.  A 
large  number  of  railroads  have  used  all  three  with  indifferent 
success  and  the  item  which  has  figured  largest  in  the  problem 
has  not  been  the  first  cost  but  the  maintenance  repairs. 

Cast  Iron.  —  Cast-iron  jacks  have  been  used  for  the  past 
twenty-five  years,  but  as  their  size  increased*  the  excessive 


Roof  Collar  RLAN  AT   ROQF  COLLAR 


SECTION  ON  C.L.  END  VIEW 

Fig.  243c.     Cast-iron  Smoke  Jack. 


ASBESTOS  SMOKE  JACKS.  511 

weight  to  be  carried  by  the  roof  has  given  some  concern;  this, 
however,  has  been  largely  overcome  by  using  light  castings 
built  up  in  sections  secured  and  supported  with  cast-iron  bolts, 
as  per  Fig.  243c.  With  this  material  it  is  necessary  to  provide 
for  condensation  and  usually  a  drip  trough  is  placed  at  the  bot- 
tom of  the  hood  on  either  side  and  the  drip  is  conveyed  far 
enough  over  to  escape  the  engine  by  means  of  small  pipes.  It 
has  also  to  be  kept  well  painted  to  protect  it  from  rust.  An 
ordinary  cast-iron  jack  with  hood  36  in.  wide  and  8  ft.  long  and 
36  in.  diameter  stack  will  weigh  approximately  2500  Ib.  and 
the  average  cost  is  about  $125  erected  complete  in  place.  Under 
ordinary  conditions  the  average  life  of  a  cast-iron  jack  given  by 
a  number  of  railroads  is  from  8  to  10  years. 

Asbestos.  —  Asbestos  in  sheet  form  has  been  used  to  a  large 
extent  during  the  past  ten  years  and  although  the  general  ex- 
perience with  this  material  has  been  far  from  satisfactory  its 
light  weight  and  fire-proof  qualities  are  very  inviting.  On  a 
number  of  railroads  it  has  been  found  that  it  will  not  stand  up 
against  steam,  smoke,  and  weather  conditions  for  any  consider- 
able length  of  time  without  sponging  and  peeling  and  a  large 
maintenance  expense  is  entailed  in  its  upkeep. 

No  special  specification  has  been  devised  for  its  manufacture 
and  the  material  supplied  is  very  variable  in  quality.  When 
first  used  for  smoke  jacks  the  sheets  were  thin  and  soon  gave 
out.  The  heavier  sheets  last  much  longer  but  moisture  and 
steam  play  havoc  with  it  as  soon  as  the  least  weathering  or 
wear  takes  place. 

The  portion  under  the  roof  where  it  is  protected  from  the 
weather  lasts  a  good  deal  longer  but  is  apt  to  be  brittle  and 
easily  broken. 

The  jack  built  of  sheet  asbestos,  Fig.  243a,  is  square  in  cross 
section,  having  four  wood  posts  or  asbestos  angles  at  each  corner 
to  which  the  sheets  are  attached  with  copper  nails  or  rivets. 
The  hood  is  also  made  with  a  wood  or  asbestos  angle  frame.  It 
makes  a  light  form  of  smoke  stack  that  entails  little  or  no  extra 
weight  on  the  roof. 

A  jack,  3  ft.  square  and  6  ft.  high  above  roof  with  3'  X  8' 
long  hood,  using  f-in.  asbestos  sheets,  will  cost  in  place  $100 


512 


ASBESTOS  SMOKE  JACKS. 


I 

I 


ASBESTOS  VENTILATING  SMOKE  JACK 

^3     t/  Water  Vent 


x  6  band 


$ 


All  Asbestos  %  thick 


SECTION  ON  C.L. 

Fig.  243a. 


PLAN  AT  ROOF 


END  VIEW 


and  the  average  life  given  by  a  number  of  railroads  is  from  3  to 
5  years. 

This  type  of  jack  has  been  used  extensively  on  the  C.  P.  R. 
The  supports  shown  are  2"  X  4"  timbers  but  asbestos  angles 
have  also  been  used  reinforced  with  metal.  The  asbestos  sheets 
are  used  in  standard  sizes  and  the  joints  are  simply  butted 
together.  A  coat  of  metallic  paint  is  given  all  outside  surfaces 
after  erection. 


ASBESTOS  SMOKE  JACKS. 


513 


Some  types  of  cast  asbestos  jacks  have  been  quite  successful 
and  satisfactory,  and  though  somewhat  lighter  than  cast  iron 
they  cost  about  the  same,  or  about  $125  to  $150  complete  in 
place.  (Fig.  243.)  The  material  also  for  this  type  of  jack 
seems  to  be  very  variable,  failures  have  been  numerous,  and 
usually  they  are  purchased  under  a  guarantee;  8  to  10  years 
is  given  by  some  users  as  their  average  life. 


TRANSITE  ASBESTOS  WOOD 
SMOKE  JACK 


SECTION  ON  C.L. 

Fig.  243. 


END  VIEW 


514  WOOD  SMOKE  JACKS. 

Wood.  —  Wood  jacks  were  probably  the  first  kind  to  be  built 
and  there  is  a  tendency  at  the  present  time  to  revert  back  to 
this  material,  which  may  be  accounted  for  by  the  desire  of  many 
.  designers  to  eliminate  iron  of  any  kind  from  the  present-day 
construction  of  engine  houses,  owing  to  the  rapid  deterioration 
that  takes  place  from  the  smoke  and  sulphuric  gases  that  are 
prevalent  around  structures  of  this  kind. 

The  flimsy  construction  of  wood  jacks  in  the  past  made  them 
a  fire  hazard  and  they  failed  to  stand  up  to  the  service  required. 
To  overcome  the  fire  risk  the  wood  has  been  treated  but  the 
cost  is  said  to  be  high.  In  place  of  treated  wood  fire-proof 
paint  has  given  good  satisfaction. 

There  are  also  wooden  jacks  in  service  that  are  held  together 
and  bound  at  the  corners  with  cast-iron  clamps,  etc.,  that  appear 
to  be  giving  satisfactory  results. 

A  wooden  jack  built  on  the  mill-type  method  of  construction, 
Fig.  243b,  made  of  2"  X  3"  timbers  laid  flat  one  against  the 
other  and  nailed  sidewise  throughout,  produces  a  very  strong 
and  rigid  jack  that  requires  no  guy  supports.  The  nails  used 
in  its  construction  are  well  protected  by  the  method  adopted  in 
putting  it  together,  each  layer  of  timber  protecting  the  nails 
of  the  previous  piece  so  that  when  completed  no  iron  work  of 
any  kind  is  exposed  to  the  smoke  fumes.  This  type  of  jack  is 
standard  on  the  C.  P.  R.  The  timbers  before  being  put  to- 
gether are  saturated  in  a  bath  of  fire-proof  paint.  The  hood  is 
3  ft.  wide  by  8  ft.  6  in.  long  with  a  3-ft.  square  smoke  stack  ex- 
tending 6  ft.  above  the  roof,  and  the  jack  complete  in  place 
costs  about  $75  and  is  expected  to  last  as  long  as  the  engine 
house  itself. 

Chimney  and  Induced  Draft.  —  In  residential  districts  where 
smoke  is  regulated  by  civic  by-laws,  or  where  it  would  be  of 
considerable  annoyance  to  the  community,  a  high  chimney  is 
sometimes  built  to  carry  the  smoke  to  a  point  where  it  would 
not  be  objectionable.  The  smoke  jacks  instead  of  extending 
above  the  roof  are  connected  with  a  large  smoke  duct  carried 
over  along  the  roof  to  the  chimney.  The  sections  of  the  ducts 
vary  in  size  according  to  the  number  of  smoke  jack  connec- 
tions it  has  to  carry.  To  create  sufficient  draft  to  carry  away 
the  smoke  from  the  main  duct,  induced  draft  fans  are  used. 


WOOD  SMOKE  JACKS. 


515 


All  Timber  2"x  s'laid  flatwise  <fc 
dipped  in  Fire  Resisting  Paint 


1 

~h  

I 

' 

i 

1 
1 

,. 

~ 

_ 

- 

- 

- 

-- 

J| 

t 

= 

~ 

f~ 

- 

- 

f  - 

I 

—  -L 

J_ 

— 

PLAN  AT  ROOF  COLLAR 


SECTION  ON  C.L. 


END  VIEW 


Fig.  243b.     Wood  Mill  Type  Smoke  Jack,  C.  P.  R.  Standard. 

This  type  of  jack  has  been  used  to  a  very  large  extent  on  the  C.  P.  R. 
during  the  past  few  years  and  has  given  good  satisfaction.  All  of  the  material 
is  subjected  to  a  bath  of  fireproof  paint  before  assembling  and  it  is  built  up  in 
crib  fashion  as  described  on  page  514. 


516  SMOKE  PRECIPITATION. 

This  is  an  expensive  installation  and  the  fact  that  iron  work  of 
any  kind  is  liable  to  be  attacked  and  destroyed  very  quickly  by 
the  gas  and  sulphuric  fumes  the  installation  must  be  designed 
with  the  greatest  care  as  to  the  material  used  and  the  method 
of  making  the  various  connections  to  provide  the  maximum 
protection. 

Smoke  Precipitation.  —  The  precipitation  of  smoke  by  the  use 
of  high  potential  electricity  and  a  suitable  electric  field  has 
been  successful  in  a  large  number  of  practical  applications  in 
chemical  and  other  works,  but  has  not  so  far  been  applied 
directly  in  the  collection  of  smoke  from  engine  houses,  and 
while  the  complete  elimination  of  the  smoke  can  be  obtained 
by  this  process  the  initial  cost  for  ordinary  round  house  pur- 
poses would  be  very  high,  but  in  situations  where  smoke  is 
regulated  by  civic  by-laws  it  would  probably  be  cheaper  and 
more  satisfactory  than  the  induced  draft  system  already  de- 
scribed. 

Fig.  243d  illustrates  an  installation  of  this  kind,  the  electric 
field  for  which  has  been  suggested  by  J.  A.  Shaw,  electrical 
engineer,  C.  P.  R.  The  smoke  jack  is  of  the  mill  type  design 
with  an  asbestos  hood.  It  is  estimated  that  this  installation 
including  a  high-tension  transformer  will  cost  $500. 

The  removal  of  smoke  is  accomplished  by  passing  it  through 
a  precipitation  chamber,  made  up  of  a  number  of  pipes  firmly 
joined  to  end  headers,  the  wires  passing  through  the  pipes  as 
illustrated.  The  precipitation  depends  upon  the  intensity  of 
the  electric  field,  the  quantity  and  temperature  of  smoke,  the 
degree  of  initial  ionization,  and  the  type  of  corona  discharge 
employed.  The  soot  or  residue  settles  at  the  bottom  of  the 
chamber  and  can  be  removed  when  desired  through  the  door 
provided  for  the  purpose. 

This  jack  is  a  combination  of  Mill  and  asbestos  construction,  the 
asbestos  being  used  only  for  the  portion  which  is  protected  from 
the  weather.  The  smoke  precipitator  is  supported  on  4  in.  by  3  in. 
wooden  posts  resting  directly  on  the  roof.  The  main  beams  on 
which  the  jack  rests  are  designed  to  carry  the  extra  loading 
entailed. 


—  5  Wrot.Iron  Pipes 
(old  Boiler  Tubes 
For  treatment  of  old 
Boiler  Tubes  see  F-lt-6/ 


Fig.  243d.     Electric  Precipitation  Mill  Type  Smoke  Jack,  Cross  Section. 

(517) 


518  HEATING  ENGINE  HOUSES. 

Heating  Engine  Houses.  —  In  the  heating  of  round  houses 
there  are  two  methods  in  vogue,  the  hot  air  system  and  the 
direct  steam  vacuum  method. 

Hot  Air  Heating.  —  The  heating  apparatus  when  possible  is 
placed  about  the  center  of  distribution  either  in  the  engine  or 
boiler  house  or  in  a  separate  annex,  and  consists  of  an  engine,  fan, 
and  heater,  set  up  and  anchored  on  concrete  or  wood  foundation. 

The  heater  is  made  up  of  a  series  of  coiled  steam  pipes  enclosed 
by  a  sheet  steel  jacket,  to  which  is  attached  a  steel  plate  fan, 
usually  driven  by  a  vertical  or  horizontal  steam  engine. 

The  fan  draws  the  air  over  the  steam  coils  and  forces  the  hot 
air  through  pipes  or  ducts  to  any  part  of  the  house  desired. 

On  account  of  smoke  fumes  corroding  any  iron  work  that  is  not 
well  protected,  the  air  ducts  are  usually  placed  underground. 
The  main  duct  is  built  of  reinforced  concrete,  and  the  branches 
are  usually  tile  pipe,  though  wood  is  often  used  on  account  of 
cheap  first  cost. 

Usually  the  main  duct  runs  around  the  back  of  the  house,  the 
inside  face  of  foundation  wall  serving  as  one  side.  It  is  neces- 
sary that  all  inside  surfaces  should  be  as  smooth  as  possible, 
without  projections  of  any  kind  inside  the  duct.  Branches  are 
taken  off  the  main  with  long  radius  bends  and  run  down  between 
pits  with  offsets  to  the  engine  pits,  and  risers  at  points  where  it 
is  desired  to  admit  hot  air  to  heat  the  balance  of  the  house,  the 
outlets  being  controlled  by  dampers. 

The  ducts  absorb  a  portion  of  the  heat  and  are  also  subject  to 
dampness  from  condensation.  The  main  point  is  to  provide 
means  for  keeping  them  dry.  This  is  done  by  grading  the  ducts 
so  as  to  drain  to  the  air  outlets,  and  placing  covers  in  the  main 
duct  that  can  be  opened  to  let  out  the  dampness  at  favorable 
times. 

Capacity  and  Approximate  Cost.  —  The  capacity  of  the  heating 
apparatus  depends  upon  the  size  of  the  house.  In  any  event 
it  is  always  necessary  under  ordinary  conditions  to  figure  the 
units  large  enough  so  as  to  provide  for  a  reasonable  future  house 
extension. 

For  the  ordinary  run  of  engine  houses  the  supply  of  hot  air  per 
minute  varies  from  2000  to  3000  cu.  ft.  per  stall  at  a  fan  speed 
of  200  revolutions  per  minute. 


STEAM  HEATING.  519 

Figuring  2250  cu.  ft.  of  air  per  minute,  a  20-stall  engine  house 
would  require  the  following:^ 

Steel  plate  fan  8  ft.  in  diameter  by  4  ft.  wide.  Theoretical 
capacity,  45,000  cu.  ft.  of  air  per  minute  at  200  revolutions. 

Side  crank  steam  engine  8"  X  12". 

Heating  coils,  6700  lineal  feet  of  1-in.  pipe  capacity. 

Approximate  cost  of  the  above  installed,  with  concrete  founda- 
tion walls  and  timber  floor  for  the  fan  and  heater,  varies  from 
$2800  to  $3400,  or  on  an  average  $150  per  stall. 

The  cost  of  the  main  ducts,  branches,  risers,  dampers,  etc.,  in 
place  averages  from  $100  to  $180  per  stall,  or  the  cost  of  the 
complete  installation  $250  to  $350  per  stall. 

The  sizes  of  the  mains  and  branches  have  to  be  figured  out  for 
the  volume  of  air  carried,  and  are  usually  given  by  the  manu- 
facturers of  the  heating  outfit.  No  boilers,  or  steam  main  con- 
nections from  the  same,  are  included  in  the  estimate. 

A  feed  water  heater  and  pump  with  valves  and  connections 
arranged  to  receive  the  drip  of  the  heating  system  for  boiler  feed 
is  often  added,  also  a  vacuum  pump  in  connection  with  the  hot 
air  heater  to  relieve  pipes  of  air,  etc.,  and  give  good  steam  cir- 
culation. 

The  cost  of  a  100-horsepower  heater  with  feed  and  vacuum 
pump,  including  valves  and  connections  set  up  complete  for  the 
above  heating  apparatus,  varies  from  $500  to  $750. 

The  heater  is  generally  arranged  to  condense  the  exhaust  from 
the  fan  or  other  engines  for  boiler  feed,  and  when  omitted,  steam 
traps  are  provided  for  removing  the  water  of  condensation  to 
the  drain. 

In  exceptionally  cold  weather,  the  air  is  taken  from  the  en- 
gine house  and  reheated,  openings  being  provided  in  the  air 
chamber  so  that  this  can  be  accomplished.  It  is  not  an  ideal 
method,  but  under  exceptional  conditions  is  often  necessary. 

Steam  Heating.  —  The  ordinary  method  is  a  low  pressure 
direct  steam  heating  system,  adapted  to  use  and  utilize  all  ex- 
haust steam  available  from  the  engine  and  boiler  house,  with 
such  additional  live  steam  as  may  be  necessary  from  boiler  during 
severe  weather. 

From  the  exhaust  header  the  main  steam  supply  is  run  around 
either  the  front  or  back  of  the  house,  usually  in  the  underground 


520 


STEAM   HEATING. 


ducts  carrying  the  air  and  water  pipes,  with  branches  to  the  pit 
and  wall  coils,  including  a  return  main  to  which  all  coils  are 
connected. 

The  steam  main  reduces  in  size  as  it  goes  along  proportion- 
ately as  the  amount  of  radiation  is  decreased,  and  the  size  of  the 
return  pipe  is  increased  proportionately  as  the  coils  are  added 
to  it.  To  relieve  heating  coils  of  water  of  condensation  and  air, 
the  return  pipe  is  connected  to  a  vacuum  pump  located  in  pit 
near  the  boiler,  the  water  of  condensation  being  discharged  into 
a  feed  water  heater,  and  from  the  heater  to  the  boiler  by  a  feed 
pump.  The  exhaust  header  is  connected  into  heater  full  size 
of  header,  with  relief  pipe  from  heater  to  roof  fitted  with  a  back 
pressure  valve. 

Valves  are  applied  in  steam  main  or  mains  near  exhaust 
header,  between  vacuum  pump  and  heater,  steam  supply  from 
boiler  to  vacuum,  and  boiler  feed  pumps. 

The  following  areas  and  weights  of  pipe  may  be  of  service  when 
figuring  the  square  feet  of  radiation  required  and  the  size  of  pipe 
that  will  best  suit  the  service  desired. 


TABLE  129.  ^OUTSIDE  SURFACE  AREAS  AND  WEIGHTS  OF  PIPES. 

LENGTH  OF  STANDARD  WROUGHT-IRON  STEAM  PIPE  CONTAINING  ONE  SQUARE  FOOT  OF  OUTSIDE 
SURFACE,  FROM  ONE-EIGHTH  TO  TEN  INCHES. 


Size  of  pipe 

i 

1 

f 

A 

3 

Feet  of  pipe  containing  one  square  foot 
of  outside  surface  

<WA 

•Wfr 

Size  of  pipe  

1 

u 

if 

2 

2| 

Feet  of  pipe  containing  one  square  foot 
of  outside  surface                             .  . 

ims 

Size  of  pipe  

3 

31 

4 

4} 

5 

Feet  of  pipe  containing  one  square  foot 
of  outside  surface             

Irfnny 

•m 

T<nre 

Size  of  pipe 

6 

7 

8 

9 

10 

Feet  of  pipe  containing  one  square  foot 
of  outside  surface                    .       

577 

Ttf°A 

TITtf 

T    tftf 

TU   7 

HEATING  SURFACES. 


521 


TABLE  129  (Continued).—  OUTSIDE   SURFACE  AREAS  AND  WEIGHTS  OF  PIPES. 

WEIGHT  PER  FOOT  IN  LENGTH  OF  STANDARD  SIZE  WROUGHT  IRON  STEAM  PIPE  FROM 
ONE-EIGHTH  TO  TEN  INCHES. 


Size  of  pipe 

Weight  per  foot  in  length  in  Ibs. 


k 


Size  of  pipe 

Weight  per  foot  in  length  in  Ibs. 


Size  of  pipe 

Weight  per  foot  in  length  in  Ibs. 


H 


2* 


Size  of  pipe 

Weight  per  foot  in  length  in  Ibs. 


23^% 


10 


Heating  Surface  and  Equipment  Required.  —  For  ordinary 
engine  houses  the  amount  of  heating  surface  usually  installed 
varies  from  1  to  1J  sq.  ft.  per  100  cu.  ft.  of  enclosed  space;  prob- 
ably li  sq.  ft.  is  a  fair  average. 

For  one  stall  having  a  capacity  of  34,000  cu.  ft.  the  heating 
surface  would  be  H U^  X  1J  =  425  sq.  ft.,  or  680  lin.  ft.  of  2-in. 
pipe  per  stall. 

The  best  distribution  is  to  put  four  pipes  on  each  side  of  the 
engine  pit  and  the  balance  as  coil  radiators  on  the  roundhouse 
walls.- 

Sometimes  five  or  six  rows  of  pipe  are  placed  on  the  engine  pit 
walls,  but  this  method  is  not  recommended,  as  it  will  usually  be 
found  that  so  much  pipe  will  impede  circulation,  and  as  a  result 
the  bottom  pipes  are  generally  cold. 

The  pipes  are  supported  by  cast  or  bent  steel  pipe  hangers 
about  6  ft.  apart.  Usually  wood  plugs  or  strips  are  built  into 
the  wall  to  which  the  pipe  supports  are  attached  by  lag  screws, 
the  screws  serving  in  the  case  of  the  bent  steel  hangers  as  sup- 
ports on  which  the  pipes  rest. 

For  a  20-stall  engine  house  the  steam  main  would  be  5  in.  for 
the  first  ten  pits,  4  in.  for  the  next  six,  and  3  in.  for  the  balance. 
They  are  hung  from  strap  hangers  supported  by  rods  passing 
through  the  ducts  about  7-ft.  centers,  or  on  floor  rollers  with 


522  WASHOUT  SYSTEM. 

expansion  bends.  The  return  would  be  2  in.  for  the  last  four 
pits,  2|  in.  for  the  next  six,  and  3  in.  for  the  balance. 

The  heater  not  less  than  100  horsepower,  and  made  sufficiently 
strong  to  carry  10  Ib.  of  steam  pressure.  The  vacuum  pump 
3i"  X  5J"  X  4",  all  brass  lined,  and  feed  pump  4J"  X  2f "  X  4" 
duplex. 

Approximate  Cost.  —  The  cost  for  complete  installation  varies 
from  $225  to  $300  per  stall  without  ducts.  Only  a  portion  of  the 
cost  of  ducts  would  be  chargeable  to  the  heating,  as  the  same 
ducts  would  be  used  to  run  the  live  steam,  air  and  water  pipes. 
No  boilers  are  included  in  the  above  estimates.  See  under 
"  Boiler  Houses  "  for  cost  of  boilers,  etc. 

Washout  System.  —  By  using  a  series  of  hot  water  tanks  suit- 
ably connected  with  pipes,  valves,  pumps,  etc.,  the  steam  and 
water  can  be  taken  from  locomotives  and  stored  in  tanks  to  be 
reused  for  washing-out  purposes  and  refilling  when  desired. 

By  this  method  a  large  saving  of  time  is  effected  in  washing 
out  and  refilling  locomotive  boilers,  and  as  the  water  is  hot, 
the  work  is  done  without  danger  from  unequal  expansion  to  the 
tubes,  stay  bolts,  or  fire  box,  and  in  addition  50  per  cent  of  the 
water  is  saved  and  reused,  and  it  is  possible  to  take  the  water 
from  a  boiler  and  refill  with  a  fresh  supply  in  30  minutes  without 
removing  the  fire.  To  blow  off,  wash  the  boiler,  and  refill  it 
with  a  fresh  supply,  and  to  obtain  100  Ib.  steam  requires  about 
two  hours.  The  old  method  of  blowing  off  and  letting  the  water 
waste  to  the  drain  requires  from  8  to  10  hours  to  wash  out,  refill, 
and  get  100  Ib.  steam. 

The  system  consists  of  one  or  a  series  of  storage  tanks,  with 
blow  off,  hot  water,  washout,  and  filling,  pipe  lines,  including 
live  steam  piping  to  the  tanks,  also  valves  and  connections; 
where  a  series  of  tanks  are  used  for  washing  out,  refilling  and 
superheating,  pumps  are  required  to  "maintain  pressure  at  the 
hose  nozzles  for  filling  purposes. 

Approximate  Cost.  —  Usually  the  piping  is  furnished  to  a  few 
pits  only  for  washing-out  purposes,  and  to  each  pit  if  refilling 
and  washout  system  is  installed.  The  cost  varies  from  $6000 
to  $25,000,  depending  upon  the  capacity  and  requirements  of 
the  plant. 


WASHOUT  SYSTEM,  WABASH   RY. 


523 


TABLE   129a.  —  WASHOUT,  BOILER  FEED  AND  VACUUM  PUMPS. 

(Average  standards:  for  ordinary  conditions.) 
DUPLEX  STEAM  PUMPS  —WASHOUT  AND  BOILER  FEED. 


L 

Diam. 
of 
steam 
cylin- 
der. 

Diam. 
of 

water 
cylin- 
der. 

Length 
of 
stroke. 

Cap.  in 
imp.    gals, 
per  min.  at 
50  strokes. 

Cap.  in 
imp.    gals, 
per  hour  at 
50  strokes. 

Pressure 
per 
sq.  in. 

Diam. 
of 
pump 
suction. 

Diam. 
of 
pump 
dis- 
charge. 

H.P. 

re- 
quired. 

a  -a 

12" 

7" 

12" 

160 

9600 

100  lb. 

6" 

5" 

50 

.SJ3 

(On 

[inarily  \ 

ised  in  wash 

sut  plant  —  ( 

mergency 

fire  purr 

IP.) 

o  "^ 

s 

5J" 
6" 

H" 

4" 

6" 
7" 

20 
30 

1200 
1800 

2J" 

3" 

2"  f 

JH-c  °< 

'S    0>  § 

ffl^  a 

DUPLEX  STEAM  VACUUM  PUMP  —  FOR  HEATING  SERVICE. 


4" 

6" 

5" 

Up 

to 

4 

,000  sq. 

ft. 

radiation. 

6" 

8" 

10" 

Up 

to 

12 

,500  sq. 

ft. 

radiation. 

8" 

10" 

12" 

Up 

to 

22 

,500  sq. 

ft. 

radiation. 

Washout  System,  Wabash  Ry.  —  A  system  installed  in  the  42- 
stall  engine  house  built  by  the  Wabash  already  described  will 
serve  as  a  typical  layout  for  this  character  of  work. 

Pipes  are  supplied  for  blowing  off  and  filling  up  boilers  for  42 
stalls  and  for  washing  of  boilers  through  15  stalls.  The  over- 
head main  consists  of  an  8-in.  pipe  for  blowing  off,  one  4-in. 
pipe  for  filling  up,  one  3-in.  pipe  for  washing  out,  two  circulating 
pipes,  each  2  in.  in  diameter  for  the  washing  out  and  filling  sys- 
tem, and  one  6-in.  superheater  pipe.  At  each  central  post  be- 
tween the  pits  there  are  two  2-in.  drop  pipes,  one  for  blowing 
off  and  one  for  filling  boilers,  and  in  addition  in  each  of  the  15 
pits  there  is  one  2-in.  drop  pipe  for  washing  out.  The  water 
for  washing  out  is  used  at  a  uniform  temperature  of  120°  F.,  and 
for  filling  at  180  to  190  degrees  with  three  boiler  washers  and 
five  helpers,  by  the  aid  of  this  system,  it  is  possible  to  wash  out 
18  engines  in  24  hours. 

The  system  consists  of  a  series  of  storage  tanks,  pumps,  ther- 
mostats and  regulating  valves,  and  the  operation  of  the  system 
is  as  follows:  The  blow-off  line  is  connected  to  the  water  leg  of 
the  locomotive  and  the  pressure  of  steam  in  the  boiler  forces  the 
water  and  steam  into  a  washout  tank  which  is  so  arranged  that 


524  WASHOUT  SYSTEM,  WABASH  RY. 

the  steam  is  separated  from  the  water,  going  into  a  separate 
tank  where  it  is  condensed  and  used  for  filling  purposes.  The 
mud  and  water  goes  into  the  lower  tank  where  the  water  is  fil- 
tered so  as  to  be  available  for  use  again.  The  water  in  the 
lower  tank  varies  from  140°  F.  to  200  degrees,  and  it  flows  from 
here  to  another  tank  which  is  automatically  controlled  by  a 
thermostatic  valve  to  admit  cold  water  to  temper  the  water  for 
washout  purposes  so  that  a  uniform  temperature  of  120°  F.  is 
supplied.  Electrically  driven  triplex  pumps,  controlled  auto- 
matically by  a  mechanical  device,  maintain  a  constant  pressure 
of  80  Ib.  on  each  of  the  hose's  nozzles,  regardless  of  the  number 
of  nozzles  in  use.  These  pumps  have  a  capacity  of  350  gal.  of 
water  a  minute  and  the  operation  of  a  valve  in  a  drop  pipe  in 
the  roundhouse  starts  the  pumps  into  action. 

After  the  engine  is  washed  out,  it  is  filled  with  water  taken 
from  the  upper  tank.  This  water  is  maintained  at  a  tempera- 
ture of  about  180°  F.  The  capacity  of  the  pump  for  filling  is 
350  gal.  per  minute,  and  under  a  pressure  of  175  Ib.  it  takes  only 
about  10  minutes  to  fill  a  boiler.  The  system  is  so  arranged  that 
it  is  possible  to  change  the  water  in  a  boiler  and  give  it  a  fresh 
supply  in  20  minutes  without  removing  the  fire.  It  is  also 
possible  with  the  largest  locomotives  to  blow  off,  wash  the 
boiler,  fill  it  again,  and  obtain  100  Ib.  steam  pressure  in  1  hour 
and  45  minutes.  With  the  use  of  hot  washing  water  and  filling 
water,  maintained  at  uniform  temperature,  it  is  possible  to  do 
this  quick  work  without  danger  from  unequal  expansion  affect- 
ing the  firebox,  tubes  or  staybolts.  Under  the  old  system  of 
washing  out  and  filling  it  takes  from  5  to  8  hours  to  wash  out 
and  fill  an  engine  and  get  up  100  Ib.  steam  pressure.  The  saving 
in  water  used  amounts  to  about  60  per  cent,  as  under  the  old 
system  the  water  was  allowed  to  run  to  the  sewer  while  in  the 
new  system  it  is  used  over  and  over  again. 

An  auxiliary  to  this  filling  system  consists  of  an  additional 
tank  which  acts  as  a  superheater.  The  water  is  forced  by  pumps 
through  this  superheater,  which  is  jacketed  with  live  steam 
from  the  locomotives,  by  means  of  which  the  temperature  of 
the  water  is  raised  from  a  minimum  of  200  degrees  to  a  maxi- 
mum of  320  degrees.  This  gives  ordinarily  a  steam  pressure  of 
100  Ib.  in  the  boiler  of  the  locomotive  when  supplied  with  this 


STEAM,   AIR  AND  WATER  PIPES.  525 

superheated  steam,  and  it  is  sufficient  pressure  to  use  for  the 
blower  or  to  move  the  engine  without  building  a  fire. 

Steam,  Air  and  Water  Pipes.  (Fig.  244.)  — One  of  the  most 
important  features  about  an  engine  house  is  the  installation  of 
the  steam,  air  and  water  pipes. 

The  steam  is  required  for  heating  purposes  and  engine  supply, 
the  air  for  engine  and  shop  supply,  and  the  water  for  washing- 
out  purposes  and  fire  service. 

For  the  ordinary  run  of  engine  houses  up  to  22  stalls  the  fol- 
lowing sizes  are  commonly  used: 

Live  steam  main  3  in.  diameter,  branches  lj  in.  diameter. 

Air  pipe  main  1|  in.  diameter,  branches  1J  in.  diameter. 

Water  service  main  3  in.  diamete^  branches  2  in.  diameter. 

The  branch  pipes  where  connections  are  desired  are  arranged 
so  as  to  be  attached  to  the  inside  posts,  and  terminate  about 
5  ft.  from  the  floor.  The  steam  pipe  is  equipped  with  a  valve 
and  air-brake  coupling,  the  coupling  being  used  for  hose  con- 
nection to  convey  live  steam  to  engine  boilers  when  necessary. 

The  air  pipe  is  fitted  with  a  Westinghouse  air  brake  and 
coupling. 

The  water  pipe  is  equipped  with  gate  valve  and  drip  cock  for 
fire  purposes,  also  a  globe  valve  and  hose  coupling  for  engine 
boiler  service;  in  addition  a  short  length  of  pipe  extends  above 
the  fire  valve,  with  elbow,  to  which  are  attached  50  ft.  of  rubber- 
lined  hose  and  18-in.  fire  hoze  nozzle;  the  hose  and  nozzle  are 
supported  on  a  stand  with  movable  brackets  secured  to  the  posts 
and  encased  in  wood  frame  with  glass  front. 

A  valve  is  placed  on  each  branch  pipe  near  the  main  so  that 
any  branch  supply  can  be  cut  off  for  repairs  without  interfering 
with  the  rest  of  the  house. 

Owing  to  smoke  fumes  corroding  the  iron  and  the  annoyance 
from  dripping  it  is  considered  the  best  practice  to  place  the 
pipes  in  underground  ducts  instead  of  stringing  them  overhead 
inside  the  house. 

The  ducts  are  arranged  so  as  to  be  easily  accessible  for  repair 
purposes  and  valve  service,  and  are  usually  built  of  wood  or 
concrete. 

The  wood  duct,  though  cheap  in  first  cost,  is  high  in  mainte- 
nance. On  account  of  being  subjected  to  the  moisture  from  the 


526 


STEAM,   AIR  AND  WATER. 


K— 8- 


1 2'o"x  3V Gl  »  s  boor  jri& brass  hook  inside. 

i! 


8"x  2'o"Q'lass  side  with  )F»Bten  with 


A.  eve  to  fit  hook 

ondoo 

| 
I 

n 

l"Boarda 
2'o"long 

S      ] 

x  G"x  2'lo"lon 

3'0- 


2  Brass  Gate  Valve 
'with  flanged  ends 


2%  Brass  Hose  Gate  Valve 
with  brass  cap  and  chain 


SIDE  ELEVATION 


FRONT  ELEVATION 


BACK  ELEVATION 


PLAN 


Fig.  244.     Steam,  Air  and  Water  Connections  for  Engine  Houses. 


ELECTRIC  WIRING  AND  LIGHTS.  527 

ground  on  the  outside,  and  excessive  heat  inside,  it  soon  rots 
out,  and  has  to  be  renewed  every  few  years. 

To  eliminate  the  maintenance  charges  entirely,  it  is  neces- 
sary to  build  the  ducts  of  concrete  or  masonry,  or  such  material 
as  will  be  permanent;  and  to  be  successful  it  is  also  necessary 
that  its  cost  will  compare  favorably  with  the  price  of  wood. 

The  "  Thurber "  patented  system  of  rib  concrete  ducts  is 
said  to  accomplish  this  result,  and  the  method  of  installation  is 
as  follows: 

The  main  ducts  carry  the  steam,  air,  water  and  heating  pipes, 
run  between  and  connect  each  engine  pit,  either  at  the  front  or 
back  of  the  house,  making  a  continuous  passage  throughout, 
so  that  no  breaking  or  cutting  of  walls  for  the  passage  of  pipes  is 
necessary;  they  are  made  2  ft.  9  in.  wide  and  2  ft.  9  in.  deep. 

The  ducts  carrying  the  branch  steam,  air  and  water  pipes  con- 
nect with  the  main  duct  between  alternate  pits,  and  extend  back 
to  the  end  post  so  as  to  serve  two  pits,  the  pipes  being  carried 
up  the  post  face.  The  branch  ducts  are  1  ft.  6  in.  wide  and 
1  ft.  6  in.  deep. 

The  method  of  building  the  ducts  consists  in  placing  iron  tee 
sections  at  varying  intervals,  not  exceeding  3  ft.,  and  setting 
up  concrete  slabs  between;  the  slabs  fit  into  the  bottom  pockets 
and  bear  against  the  iron  sides  of  the  ribs,  and  are  held  by  bolts 
or  rods  at  the  top,  the  rods  being  used  to  hang  the  pipes  inside 
the  ducts.  The  floor  can  be  made  in  slabs  or  built  in  concrete  in 
the  usual  way.  All  slabs  are  laid  in  cement  mortar. 

The  approximate  cost  of  steam,  air  and  water  pipes  installed 
complete,  not  including  the  ducts,  averages  from  $55  to  $80  per  stall. 

Electric  Wiring  and  Lights.  —  Probably  the  best  method  of 
wiring  engine  houses  is  to  enclose  all  wires  in  conduit  pipe  and 
sealed  boxes,  running  the  mains  and  branches  on  the  roof,  an 
improved  type  of  which  is  the  "  Ravelin  "  patented  system.  By 
this  method  all  wiring  and  joints  are  protected  from  smoke  and 
gas  fumes,  and  the  work  of  wiring  is  simplified,  and  as  all  parts 
are  accessible,  repairs  can  be  made  easily. 

Usually  three  incandescent  16-candlepower  drop  lights  are 
placed  between  each  stall,  with  a  plug  receptacle  connection  on 
each  post  for  portable  hand  light.  The  lamps  are  protected  by 
wire  screens  over  the  lights. 


528 


INSPECTION   PITS. 


Switches  are  placed  on  the  back  or  front  walls  for  each  stall  or 
series  of  stalls.  f 

Outside,  arc  lights  are  generally  used,  strung  on  poles  in  con- 
venient position.  The  number  vary  with  the  size  of  the  house 
and  the  amount  of  light  desired. 

Approximate  Cost.  —  The  cost  of  complete  installation  varies 
from  $50  to  $75  per  stall. 

Inspection  Pits.  —  Inspection  pits  are  provided  on  the  in- 
coming tracks  where  the  engines  are  inspected  as  soon  as  they 
reach  the  terminal  and  before  the  engineer  leaves.  The  ad- 
vantage is  in  having  the  repairs  started  at  the  earliest  possible 


J31 


PLAN 


-17-6— 


^Expanded  metaL 


2-10125* 


-  6  Tile  drain 


-35-0- 


Sump  — .. 


SECTIONAL  ELEVATION 

Fig.  245.     Plan  and  Section  of  Inspection  Pits,.  C.  &  A. 

moment;  the  inspectors  make  minor  repairs,  such  as  tightening 
nuts,  etc.,  or  have  assistants  to  do  this  work.  A  good  deal  of 
the  routine  inspection  of  locomotives  is  done  in  the  inspection 
pits,  relieving  the  tracks  of  the  roundhouse  to  a  large  extent. 

Inspection  Pits,  C.  &  A.  —  Two  engine  inspection  pits,  built  by 
the  Chicago  &  Alton  at  Glen,  111.,  are  shown  on  Fig.  245.  The 
pits  are  located  just  west  of  the  coal  chute,  are  75  ft.  long 
and  are  built  of  concrete.  A  concrete  stairway  at  the  center  of 


INSPECTION  PITS. 


529 


530  ASH  PITS. 

the  east  pit  leads  down  to  a  tunnel  reaching  both  pits,  passing 
under  an  intermediate  track  to  connect  with  the  pit  on  the  west. 
Access  to  the  pits  is  secured  by  short  ladders  leading  from  the 
tunnel. 

The  approximate  cost  of  the  pits  complete  is  about  $1500. 

Inspection  Pits,  C.  P.  R.  —  A  double  pit  as  built  by  the  C.  P.  R. 
is  shown,  Fig.  246.  The  walls  and  floor  are  of  concrete  with 
12"  X  16"  wall  plates  to  carry  the  rails.  The  entrance  stair- 
way is  located  at  one  end  midway  between  the  pits.  The  cost 
of  an  80-ft.  double  track  pit  including  ordinary  drainage  is 
estimated  at  $1200. 

Ash  Pits.  —  Ash  pits  are  required  at  divisional  and  other 
points  so  that  ash  pans  of  locomotives  can  be  cleaned  out. 

The  pits  are  usually  placed  convenient  to  the  coal  and  water 
supply,  and  within  easy  reach  of  the  turntable. 

The  time  required  to  clean  a  locomotive  ash  pan  is  from 
twenty  to  sixty  minutes,  depending  on  weather  and  other  condi- 
tions, hence  the  type  of  ash  pit  to  select  depends  on  the  number 
of  engines  to  be  handled  and  the  time  in  which  it  has  to  be  done. 

Construction.  —  The  walls  are  usually  built  of  stone  or  con- 
crete or  12"  X  12"  cedar  timbers.  When  concrete  is  used  a 
lining  of  fire  brick  is  built  on  the  inside  face  of  walls,  and  when 
of  timber  old  boiler  plate  is  used.  The  lining  of  fire  brick  or 
other  protection  is  necessary  to  protect  the  walls  from  the  detri- 
mental effect  of  hot  ashes.  On  account  of  the  wave  action 
when  the  engines  travel  over  the  pit  it  is  difficult  to  keep  the 
rails  anchored  to  the  masonry,  and  for  this  reason  wood  stringers, 
or  cast-iron  rail  chairs  3-ft.  to  4-ft.  centers,  are  used  frequently. 
The  wood  stringers  are  protected  by  a  covering  of  sheet  metal. 

Water  is  used  to  cool  the  ashes,  and  this  necessitates  a  water 
service  with  hose  connection,  valves,  etc.,  and  proper  drainage. 
A  sump  hole  12  in.  wide  and  12  in.  deep  at  one  end  of  the  pit, 
with  the  floor  dished  so  as  to  drain  to  the  sump,  serves  the  pur- 
pose, the  outlet  to  drain  being  placed  on  the  side  of  the  wall 
about  6  in.  above  the  floor  of  sump. 

Shallow  Track  Pit.  (Fig.  247.)  —  This  type  of  pit  is  built  in 
long  lengths,  and  necessitates  sufficient  help  being  on  hand  to 
remove  the  ashes  promptly.  It  is  also  used  for  temporary  work 
during  construction  and  occasionally  on  main  lines. 


ASH   PITS. 


531 


Approximate  cost,  $5  to  $7  per  lineal  foot  complete  (Fig.  247) . 
Approximate  cost,  $9  to  $12  per  lineal  foot  complete  (Fig.  248). 


12  x  14  String. 


Fig.  247.    Shallow  Ash  Pit.  Fig.  248.    Cross  Iron  Ash  Pit. 

Deep  Track  Pit,  Closed  Sides.  (Figs.  249  and  250.)  —  The 
deep  ash  pit  is  constructed  somewhat  after  the  ordinary  engine 
house  pit,  built  33  ft  long  and  over.  When  two  pits  are  placed 
on  the  same  track  they  should  be  at  least  50  ft.  apart.  The 
ashes  may  be  dumped  directly  into  the  pit  and  then  shoveled 
out  by  hand,  or  small  ash  cars  or  buckets  may  be  used  under 
the  engines  to  catch  the  cinders,  the  buckets  being  hoisted  out 
by  crane  or  air  hoist  when  the  track  is  clear. 

Approximate  cost,  $8  to  $10  per  lineal  foot  without  buckets  or 
hoist.  Cost,  $17  to  $35  per  lineal  foot  with  buckets  and  hoist. 
A  pit  33  ft.  long  with  two  ends  would  average  $300  complete. 


Fig.  249.     Deep  Ash  Pit. 


Fig.  250. 


At  points  where  large  ash  pits  are  necessary  there  are  two 
types  in  general  use.  One  is  the  open  side  pit  operated  by  hand, 
and  the  other  the  mechanical  type  operated  by  compressed  air. 
The  former  is  used  to  a  much  greater  extent,  however,  than  the 
latter  which  would  make  it  appear  that  the  open  side  pit,  hand- 
operated,  is  in  the  long  run  the  most  economical. 

In  the  depressed  type  of  cinder  pit,  proper  drainage  is  a  matter 
of  first  importance.  From  the  designs  illustrated  it  will  be 


532 


DEEP  ASH  PIT  — OPEN  SIDE. 


noted  that  the  depression  of  the  loading  track  varies  from  4  ft. 
6  in.  to  9  ft.  0  in.,  and,  generally  speaking,  where  proper  drain- 
age can  be  obtained,  there  will  be  a  saving  in  labor  in  the  han- 
dling of  ashes  from  the  pit  to  the  car  the  lower  the  loading  track 
is  depressed.  The  depth,  however,  must  necessarily  be  regu- 
lated by  the  drainage  facilities  and  very  few  situations  lend 
themselves  to  an  unusual  depth  in  the  matter  of  drainage. 

If  conditions  were  such  in  the  handling  of  ashes  that  the 
operation  was  continuous  instead  of  intermittent,  it  is  quite 
likely  that  a  mechanical  type  of  ash  handling  apparatus  would 
be  much  more  economical  than  any  hand-operated  method. 
As  it  is  there  are  many  cases  where  the  mechanical  type  of  ap- 
paratus in  its  simplest  form  has  proved  to  be  more  economical, 
where  conditions  have  fitted  the  machine,  when  the  equipment 
is  such  to  be  low  in  first  cost,  easy  to  maintain  and  inexpensive 
to  operate. 

Deep  Ash  Pit,  Open  One  Side.  (Fig.  251.)  —  This  pit  is 
similar  to  the  closed  type  excepting  that  the  pit  is  open  on  one 
side  and  the  outer  rail  is  supported  by  steel  or  cast-iron  posts. 
The  ashes  may  be  dumped  and  shoveled  out  by  hand  or  picked 
up  by  crane  or  other  mechanical  device. 

Approximate  cost,  $35  to  $50  per  lineal  foot. 


Light  Scrap  Rail 
SECTION  ON  LINEA-B 


Fig.  251.     Cinder  Pit,  Lake  Shore  &  Michigan  Southern  Ry.,  Hillsdale,  Mich. 


DOUBLE  CINDER  PITS. 


533 


Double  Cinder  Pit,  Chicago  &  Alton  Ry.  at  Glen,  III.  - 
Fig.  252  illustrates  a  double  cinder  pit  built  by  the  C.  &  A.  at 
Glen,  111.,  with  a  depressed  Vack  in  the  center.  It  is  located 
close  to  the  roundhouse.  The  pits  are  200  ft.  long  enabling  six 
engines  to  clinker  at  one  time.  The  engine  tracks  are  sup- 
ported on  heavy  concrete  walls,  hollowed  out  in  the  center,  as 
shown  in  the  illustration,  and  filled  with  sand  to  save  concrete. 

The  loading  track  is  depressed  9  ft.  below  the  running  tracks, 
and  platforms  3  ft.  wide  are  built  out  on  each  side  at  the  eleva- 
tion of  the  bottom  of  the  cinder  pits,  on  which  workmen  may 


j»       ,*l   C.L.  Drepre&ed 
[  loading  track 


C.L  Pipe 


Concrete'  j< y'8*_ 

SECTION  THROUGH  ASH   PITS  AND  LOADING  TRACK 

Fig.  252. 


DETAIL  OF  C.I.  PEDESTAL 
AND   RAILS 


Fig.  253.     Depressed  Ash  Car  Track. 


534 


MECHANICAL  ASH  PLANTS. 


stand  while  loading  the  cinders.  The  platforms  are  covered 
with  steel  plates  nicked  with  cold  chisels  to  insure  safe  footing. 
The  running  tracks  are  12-ft.  centers  and  drainage  is  provided 
on  either  side  of  the  depressed  loading  track. 

The  approximate  cost  of  this  type  of  cinder  pit  for  estimating 
purposes  may  be  figured  at  $100  per  running  foot. 

Fig.  253  is  another  type  of  depressed  ash  pit,  with  pedestal 
supports  and  cantilever  floor. 

Mechanical  Ash  Plants.  —  Ashes  are  best  handled  in  bulk,  so 
that  most  mechanical  plants  are  arranged  to  dump  the. ashes 
directly  into  small  cars  or  buckets  under  the  engine  tracks,  the 
small  cars  running  on  tracks  at  right  angles  to  the  pit  so  that 
they  can  be  pulled  out  and  hoisted  by  trolley,  crane,  or  other 
device  and  automatically  dumped  into  the  cinder  car. 

Gantry  Crane.  (Fig.  254.)  —  The  trolley  beam  is  hinged  at 
one  end  and  is  worked  by  air  cylinder,  with  sheaves  fastened  to 


Air  Cyc. 


Fig.  254. 

the  gantry  frame.  The  crane  is  Amoved  along  the  track  by 
geared  hand  wheels,  one  on  each  side,  and  the  air  is  conveyed  to 
the  cylinder  by  hose  pipe  suspended  on  trolleys  on  an  overhead 
wire.  The  supply  of  air  is  generally  obtained  from  the  engine 
or  boiler  house  close  by. 

When  the  engines  are  off  the  ash  pit,  the  gantry  frame  picks 
up  the  filled  ash  baskets  and  runs  them  by  trolley  to  the  ash  car, 
where  they  are  automatically  dumped.  By  lowering  the  boom 
the  basket  is  returned  to  the  ash  pit. 

Approximate  cost  complete,  with  6  ash  baskets,  $800  to  $1000. 


WATER  FILLED  ASH   PITS. 


535 


Ord  Ash  Pit.  (Fig.  255.)  —  The  ash  baskets  are  placed  under 
locomotive  ash  pan  and  pulled  out  from  the  side  and  hoisted  by 
air  crane  and  dumped  without  interfering  with  the  movement  of 
engines.  The  rails  on  which  the  ash  baskets  run  are  made  of 
pipe,  in  which  steam  circulates,  keeping  the  pit  free  of  snow  and 
preventing  the  water  used  in  cooling  the  ashes  from  freezing. 

Approximate  cost  of  a  single-track  30-ft.  ash  pit  with  crane 
and  four  ash  baskets  complete,  $1200  to  $2000. 


Fig.  255. 


Water  Filled  Ash  Pits.  —  B.  &  0.  R.  R.  water-filled  double 
track  ash  pit  at  Chicago  is  shown,  Figs.  256  and  256a.  The  pit 
is  of  reinforced  concrete  150  ft.  long  by  28J  ft.  wide  over  all  and 
13  ft.  3J  in.  deep.  Cross  walls  are  introduced  at  either  side  to 
support  the  20-in.  steel  and  concrete  encased  girders  which  carry 
the  rails.  The  rails  are  100  Ib.  section.  The  pit  receives  the 
ashes  discharged  from  the  locomotives  when  cleaning  fires  and  the 
ashes  are  removed  by  a  grab  bucket  handled  by  a  locomotive 
crane.  The  bottom  of  the  pit  is  reinforced  with  old  rails  to 
protect  the  floor  from  being  damaged  by  the  grab  bucket  and 
the  corners  of  the  crosswalls  are  protected  with  angle  irons  for 
the  same  reason.  Four  valve  boxes,  alongside  the  pit,  supply 
water,  the  overflow  pipe  being  about  15  ft.  from  the  floor  level 
and  leads  into  a  sump  pit  with  a  6-in.  outlet. 


536 


WATER  FILLED  ASH  PITS. 


C.L.  of  Track                ("TJ-Valve  Box 

/I 

i\ 

3            /  1    1\              /  1    l\             /  1    l\ 

/I 

l\ 

1 

C.L.  of  Pit 

\Planks 

,  lf=\    I 

\ 

*-o 

r  KJ)  | 

I 

f 

Girder 

' 

u  M  17  \i  [/  \i  i  /  — 

\i 

I/  

s 

/              ? 

£ 


|_j-Valve  Box  C.L.  of  Track/ 


150'0* 


i  1    *  '  IMI         '' 

l__j  Wall8-4  I     °irder  °Ver 


PLAN  AND  SECTION 


Fig.  256.    Water  Pit  with  Gantry  Crane. 


The  length  of  ash  pits  will  depend  upon  the  number  of 
engines  it  is  desired  to  handle  at  one  time,  and  as  the  service 
is  usually  very  intermittent,  the  engines  coming  bunched  gener- 
ally for  a  short  period  of  time,  the  pits  are  made  long  enough 
to  accommodate  the  maximum  service  desired  within  certain 
periods. 


"WATER  FILLED  ASH  PITS. 


537 


538 


PNEUMATIC   CINDER  CONVEYOR. 


VPipe 


Fig.  257.     Pit  Details,  Pneumatic  Cinder  Conveyor. 


TURNTABLES. 


539 


Figs.  257  and  258  show  a  pneumatic  patented  cinder  conveyor 
of  the  Robertson  type.  The  track  on  which  the  cars  are  placed 
for  receiving  the  cinders  is  on  the  same  level  with  the  entire  engine 
track.  The  cinders  from  the  engines  are  dumped  into  the  iron 
car  below  the  track.  This  car  is  then  hauled  up  the  incline  by 
compressed  air  and  automatically  dumps  the  cinders  into  a  gon- 
dola or  a  cinder  dump.  This  incline  is  made  of  ordinary  T  rails. 
The  drainage  problem  is  easily  solved  owing  to  the  shallowness 
of  the  pit  under  the  engine  track. 

The  power  is  usually  available  from  the  engine  house  for  its 
operation. 


CROSS  SECTION  OF  PIT 
|  SIDE  ELEVATION  OF  HOIST 


END  ELEVATION 


Fig.  258.     Pneumatic  Cinder  Conveyor. 


Locomotive  Turntables.  —  The  length  of  wheel  base  of  the 
longest  engine  to  be  turned  and  the  position  of  its  center  of 
gravity  are  the  conditions  which  usually  determine  the  length 
of  the  turntable.  For  ease  of  turning  the  locomotive  should  be 
balanced  and  to  determine  this  length  the  most  unfavorable 
condition,  with  the  tender  empty  and  the  boiler  filled,  should 
be  assumed.  The  length  required  then  becomes  twice  the  dis- 
tance from  the  center  of  gravity  to  the  rear  tender  wheel  with 
an  additional  foot  or  so  at  each  end  for  a  margin  to  facilitate 
spotting  and  to  clear  wheel  flanges. 

The  standard  lengths  of  the  ordinary  turntable,  on  various 
railways,  are  from  80  to  100  ft.;  90  ft.  is  about  the  average 
length. 


540  TURNTABLES. 

The  designs  are  confined  chiefly  to  the  deck  and  half  through 
type  of  plate  girder  construction,  built  to  carry  the  full  load  on 
the  center  and  provided  with  four  cast  steel  end  wheels,  as  well 
as  a  center  pivot  device.  The  table  is  built  of  steel  fabricated 
in  the  shops  the  same  as  ordinary  bridge  work,  and  is  shipped 
on  cars  ready  to  be  dropped  into  place  at  the  site.  As  stiffness 
is  most  essential  for  economical  operation  the  depth  of  the 
table  should  be  sufficient  to  prevent  deflection. 

The  center  piers  and  circular  walls  are  built  usually  of  concrete 
though  stone  is  used  when  it  can  be  had  at  less  cost  and  the 
foundations  are  dry.  The  center  pier  is  generally  capped  with 
cut  stone  or  granite  or  reinforced  with  old  rails. 

It  is  recommended  that  a  recess  in  the  circular  wall  be  pro- 
vided for  inspection  of  wheels  and  making  repairs,  and  circle 
rail  seat  should  be  extended  at  two  points  immediately  opposite 
each  other  to  afford  support  for  jacks  for  raising  table  and 
examining  center;  this  will  render  the  operation  much  safer  than 
cribbing  on  yielding  ground.  When  there  is  any  doubt  as  to 
the  nature  of  the  ground  spread  foundations  should  be  provided 
or  piling  when  the  former  is  not  economical.  Some  roads  pro- 
vide that  the  center  pier  shall  be  piled  in  all  cases  excepting  in 
rock  foundation. 

Paving  the  pit  floor  helps  to  keep  it  clean,  assists  the  drain- 
age, and  snow  can  be  removed  with  less  trouble.  Sometimes 
steam  pipes  encircle  the  floor  of  the  pit  to  melt  the  snow  in 
winter  time.  This  also  enables  the  snow  being  dumped  into 
the  pit  from  the  engine  house  approaches  and  helps  in  keeping 
the  engine  tracks  clean. 

At  points  where  tables  are  not  used  to  any  extent  the  circle 
wall  is  only  built  at  the  entrance  and  runoff,  using  ballast  under 
the  ties  for  the  balance  of  the  circular  rail,  sloping  the  ground 
where  no  retaining  walls  exist  and  grading  the  floor  of  the  pit 
on  the  natural  ground,  covered  with  a  layer  of  cinders  rolled 
and  dished  so  as  to  drain  readily. 


100-FOOT  TURNTABLES. 


541 


O  !  O  X 


/ 

--. 

• 

• 

/ 

•e  

—14  ii  H 

542 


100-FOOT  TURNTABLES. 


TURNTABLES.  543 

The  C.  C.  &  O.  Ry.  standard  turntable  pit  is  shown  in  Fig.  259. 
The  turntable  is  one  hundred  feet  in  length  of  the  plate  girder 
type.  The  entire  foundation  is  built  of  concrete  reinforced  with 
old  rails.  Two  kinds  of  center  pier  foundations  are  given,  type 
"•A "  for  firm  earth  and  type  "  B  "  where  piles  are  necessary. 
The  floor  of  pit  is  finished  with  paving  brick  laid  on  edge  and 
grouted  in  cement.  Drainage  is  provided  by  grading  the  floor  of 
the  pit  to  a  catch-water  basin  near  the  center,  which  connects 
with  the  drain.  Where  piles  are  used  they  must  be  below  water 
level,  or  creosoted. 

The  Virginia  Ry.  standard  pit  is  shown  in  Fig.  260.  The  turn- 
table is  a  plate  girder  design  one  hundred  feet  in  length.  The 
foundations  throughout  are  built  of  concrete  and  are  supported 
on  piles  where  the  engineer  so  directs.  The  concrete  is  reinforced 
with  one-inch  round  steel  rods,  when  the  foundations  extend  to 
rock  the  rods  are  omitted.  The  floor  of  the  pit  is  finished  in  con- 
crete dished  to  drain  to  a  sump  pit  near  the  center. 
:  *:The  Chicago,  L.  Shore  &  Eastern  Ry.  70-ft.  turntable  pit  is 
shown  in  Fig.  261.  The  foundations  are  of  concrete  and  the  floor 
of  the  pit  is  of  cinders  graded  to  drain  to  sump  pit.  The  table  is 
of  the  Pratt  hinged  type. 

The  Chicago,  &  N.  W.  Ry.  80-ft.  turntable  pit  is  shown  in  Fig. 
262.  The  foundations  are  of  concrete,  with  piles  supporting  the 
center  pedestal,  cut  stone  being  used  for  the  pedestal  seat.  On 
the  center  pier  the  average  pressure  per  square  foot  is  6000  Ibs. 
and  the  average  pressure  per  pile  32,000  Ibs.  For  the  main  walls 
the  average  pressure  per  square  foot  is  2300  Ibs.  The  bottom 
of  the  footings  may  be  varied  and  determined  by  local  con- 
ditions. The  floor  may  be  of  concrete,  brick  or  cinders  graded 
to  drain. 

The  C.  M.  &  St.  P.  Ry.  85-ft.  turntable  is  shown  in  Fig.  263. 
The  foundations  are  of  concrete  with  a  stepped  footing  around 
the  circular  wall.  It  will  be  noted  that  a  recess  is  provided  in 
the  main  wall  for  access  to  table  wheels  and  should  be  located 
away  from  tracks.  A  casting  is  used  to  support  the  table  on  the 
center  pier.  A  section  for  concrete  pit  with  wooden  wall  is  also 
shown. 


544 


70-FOOT  TURNTABLE. 


SH3 


80-FOOT  TURNTABLE. 


545 


546 


COST  OF  TURNTABLES. 


Diam.  of  Pit- 


v  Drain  Pipe 
DECK  TURNTABLE 


HALF  THRO.TURNTABLE 


The  cost  and  design  of  a  number  of  turntables  follow: 


COST  OF  TURNTABLES. 


Approx. 

Spans,  ft. 

Kind  of  table. 

Railway. 

Kind  of 
foundations. 

total  cost 
ready  for 
rail. 

70 

Deck  plate 

Chic.  &  N.  W. 

Concrete 

$7,332 

75 

Deck  plate 

Phil.  &  Reading 

Concrete 

7,785 

80 

Through  plate  .  . 

Nor.  Pacific 

Concrete 

7,600* 

80 

Through  plate  

Nor.  Pacific 

Concrete 

6,750 

80 

Through  plate  

Col.  &  Southern 

Concrete 

6,390 

70 

Deck  plate  

B.  &  M.  Ry. 

Concrete 

6,500 

80 

Deck  plate  

N,  Y.  N.  H.  &  H. 

Concrete 

9,000 

70 

Through  plate  

C.  P.  R. 

Concrete 

7,700 

70 

Through  plate  

C.  P.  R. 

Wood 

4,800 

85 

Deck  plate  

C.  P.  R. 

Concrete 

9,000 

100 

Deck  plate  

C.  C.  &  0. 

Concrete 

io,ooot 

*  Estimated. 

t  High  cost  due  to  excavation  being  done  in  freezing  weather. 


APPROXIMATE  COST  OF  MOTOR  DRIVES  FOR  TURNTABLES. 


Kind. 

Horsepower. 

Name. 

Cost. 

Electric 

20  H.P. 

Induction  motor,  200  v.  2  phase 

$1500 

Electric 

Nicols  tractor  (Nor.  Pac.) 

1223 

Gasoline  

8H.P. 

Gasoline  motor 

1000 

Air 

N.  P.  Ry. 

470 

85-FOOT  TURNTABLE. 


547 


548  TURNTABLE   DRIVES. 

Turntable  Motor  Drives.  —  Where  many  locomotives  are 
handled  the  work  of  a  turntable  is  usually  intermittent,  rushing 
for  a  short  period  and  then  at  a  standstill.  To  expedite  the 
movement  during  the  rush  period  it  is  very  important  to  do 
the  work  in  the  shortest  time  possible.  The  length  of  time 
required  to  turn  the  table  by  hand  depends  largely  on  the  num- 
ber of  hands  available  to  do  the  turning  and  even  with  the 
handles  full  the  work  cannot  be  done  as  quickly  as  with  a  motor, 
and  the  three  types  in  use  are  electric,  ,*gasoline  and  air. 

Electric  Motors.  —  Where  generators  are  installed  in  the  en- 
gine house  or  machine  shop  close  by,  or  where  electric  power 
can  be  obtained  cheaply,  the  electric  motor  is  usually  installed 
and  though  higher  in  first  cost  it  is  low  in  maintenance.  The 
feed  wires  are  run  underground  in  conduit  and  brought  up  in 
the  center  of  the  turntable  to  a  collecting  switch  arranged  so 
that  contact  is  made  in  all  positions  of  the  turntable,  the  motor 
being  mounted  on  the  center  of  the  turntable  and  connected 
direct. 

Approximate  Cost. 

20-horsepower  induction  motor  200  volts 

2  phase  60  cycles,  installed  complete.  .  .    $1500 
Cost  of  operating  and  power  averages  ...          10  per  month 

Northern  Pac.  Ry.  —  Electric  tractor  cost  $1104.37;  installa- 
tion, $115.86;  total,  $1220.23. 

Gasoline  Motor.  —  Approximate  cost.  8  horsepower  gasoline 
engine  operating  a  65-ft.  table  at  Reading  on  the  Phila.  &  Read- 
ing Ry.  cost  about  $100  and  turned  from  75  to  80  engines  per 
24  hours  at  a  cost  of  $165  per  month.  This  includes  labor,  oil, 
gasoline  and  repairs. 

Air  Motor.  —  The  air  motor  is  said  to  be  very  efficient  if 
properly  installed  and  arranged  to  take  proper  adhesion  on 
circular  wall.  The  supply  of  air  is  obtained  from  the  locomo- 
tives or  from  the  air  reservoir  near-by.  On  account  of  the  time 
required  in  making  couplings,  the  air  motor  is  slower  in  operation 
than  the  electric  or  gasoline  machine. 

Northern  Pac.  Ry.  —  Air  motor  in  use  at  Jamestown,  N.  D., 
cost  at  St.  Paul,  $450;  installation,  $19.81;  total,  $469.81. 


BOILER  HOUSES.  549 

Boiler  Houses  and  Machine  Shops. 

The  ordinary  boiler  house  is  usually  built  behind  the  engine 
house,  or  as  an  annex  to  it,  principally  to  supply  steam,  air,  and 
water  to  the  engine  house"^  proper,  and  incidentally  to  supply 
heating  for  other  buildings  and  cars  in  the  yard  if  necessary. 
For  a  medium  sized  locomotive  terminal  the  building  generally 
consists  of  machine,  engine,  and  boiler  rooms,  with  locomotive 
foreman's  offices,  registry  room,  and  lavatory  on  one  side  of 
the  machine  room,  having  a  small  gallery  for  light  stores  over. 
The  boiler  room  is  made  sufficiently  large  to  hold  two  or  three 
batteries  of  boilers,  with  a  coal  bin  on  one  side  which  is  filled 
from  cars  through 'the  openings  above. 

Approximate  Cost.  (Fig.  264.)  —  The  average  cost  of  boiler 
houses  for  the  building  only  ranges  from  $1.75  to  $2.50  per 
square  foot;  for  the  one  illustrated  the  cost  would  be  $6000  to 
$7000. 

For  boilers  and  equipment  100  to  150  per  cent  extra. 

Two  100-horsepower  boilers  erected  complete  $3500  to  $4000. 

Engine  room  equipment  $3000  to  $5000. 

Construction.  —  Masonry  foundation  walls  to  five  feet  below 
ground,  face  walls  common  brick,  stone,  or  concrete,  with  arches 
over  doors  and  windows.  Roof  8"  X  14"  beams  at  8-ft.  centers, 
covered  with  3-in.  plank,  and  tar  and  gravel  on  top.  Office 
inside  finished  with  hardwood  floor,  ordinary  trim,  and  plastered 
walls  and  ceilings. 

Machine  room:  hardwood  floor,  walls  and  woodwork  white- 
washed; boiler  room:  brick  floor,  with  wood  plank  over  coal  bin, 
walls  and  woodwork  whitewashed. 

The  ordinary  locomotive  type  of  boiler  is  generally  used  in 
units  of  100  horsepower,  with  mechanical  draft  or  large  chimney, 
the  boiler  room  being  made  large  enough  to  hold  an  additional 
boiler  in  case  of  future  extension. 

The  machine  room  equipment  generally  consists  of  an  engine 
and  air  compressor  and  a  small  lathe,  planer  and  saw,  with 
benches  fitted  up  for  convenient  use. 


550 


BOILER  HOUSE  AND   MACHINE  SHOP. 


3  Plank 


SECTION 


2"Plank 


ELEVATION 


Engine 
House 


PLAN 
Fig.  264.    Boiler  House. 


BOILER  HOUSE  CHIMNEYS.  551 

Boiler  House  Chimneys.  —  The  ordinary  boiler  house  chim- 
ney stacks  are  sometimes  built  of  steel,  but  where  the  boiler 
capacity  is  fairly  large  permanent  chimneys  are  erected. 

The  steel  stacks  are  usually  independent,  one  being  supplied 
for  each  boiler,  and  an  ordinary  size  for  100  to  125  horsepower 
boiler  is  30  in.  diameter  by  80  ft.  high.  They  usually  last  from 
two  to  three  years. 

The  permanent  chimneys  are  built  to  accommodate  the  maxi- 
mum number  of  boilers  likely  to  be  used,  and  it  is  preferable  to 
do  this  even  though  the  chimney  may  be  too  large  for  the  time 
being  as  they  can  be  regulated  by  dampers. 

The  area  of  the  chimney  for  a  given  power  varies  inversely 
as  the  square  root  of  the  height,  and  the  average  height  of  an 
ordinary  boiler  house  chimney  at  locomotive  terminals  is  125  ft. 

Cost  of  Chimneys. 

A  steel  stack  30  in.  diam.,  80  ft.  high,  for  100-125  H.P.  boiler, 

will  cost  approximately,  in  place $225 . 00 

A  permanent  radial  brick  chimney,  100  ft.  high  from  ground, 
54  in.  clear  diam.  at  top  and  5  ft.  deep  foundation  under  the 
ground  for  400  H.P.,  will  cost  approximately 2200.00 

A  permanent  radial  tile  chimney,  125  ft.  high  from  ground,  66  in. 
clear  diam.  at  top  and  5  ft.  deep  foundation  under  ground  for 
600  H.P.,  will  cost  approximately 3000.00 

An  older  type  of  brick  chimney  for  a  terminal  boiler  house,  48 
sq.  in.  opening  at  top  and  113  ft.  high  from  boiler  house  floor  to 
top  of  chimney,  cost 3500 . 00 

A  brick  chimney  for  a  grain  elevator,  48  sq.  in.  opening  at  top  and 

150  ft.  high  from  floor  line  to  top  of  chimney,  cost 4500.00 

Fig.  265  illustrates  a  Weber  reinforced  concrete  chimney  built 
on  the  111.  Cent.  R.  R.  at  Centralia,  111.,  to  accommodate  a 
total  boiler  capacity  of  about  1500  H.P.  The  chimney  is  90 
in.  diam.  at  top  and  212  ft.  high.  The  approximate  cost  ia 
estimated  at 5000 . 00 


552 


CONCRETE   CHIMNEYS. 


Lightning  rod  4-polnts 
grounding  cables 


Foundation  Reinforcement 
Rectangular  Net  %"oTw.  Bars  at!2'ctrs. 
Diagonal  Net  %t)Tw.  Bars  at  6"ctrs. 


Fig.  265.    Weber  Reinforced  Concrete  Chimney. 


STOREHOUSES.  553 

Storehouses.  —  At  divisional,  terminal,  and  other  points  store- 
houses are  necessary  to  receive  and  store  supplies  for  engine,  car, 
and  general  service,  for  repair  and  operating  purposes.  It  is 
important  that  its  location  provide  facilities  for  receiving  and 
shipping  heavy  material  at  a  minimum  cost  for  switching  and 
handling. 

On  account  of  the  class  of  equipment  handled,  a  fire,  while 
it  may  be  covered  by  insurance,  does  not  take  care  of  the  loss 
by  not  having  the  material  to  take  care  of  running  repairs. 

The  house  is  usually  a  frame  structure  on  masonry,  cedar  sill, 
or  post  foundation,  divided  up  with  shelving  and  racks  to  hold 
the  miscellaneous  articles  usually  kept  in  stock,  with  an  office  in 
one  corner  for  the  storekeeper;  to  this  may  be  added  a  counter 
if  desired. 

Sometimes  the  store  and  oil  house  are  combined,  or  the  oil 
house  is  placed  in  close  proximity  to  the  storehouse  so  that 
both  can  be  looked  after  by  the  storekeeper. 


APPROXIMATE  COST  OF  STOREHOUSES  COMPLETE,  INCLUDING  PLAT- 
FORMS, ETC.     (Fig.  266.) 


Size. 

Wood  foundation  and  floor. 

Concrete  foundation  and 
concrete  floor. 

so'xao'xis'high 

45'  X  30'  X  13'  high 
60'X30'Xl3'high 

$900.  00  to  $1200.  00 
1300.  00  to    1500.00 
1800.  00  to    2100.00 

$1500.  00  to  $1800.  00 
2100.  00  to    2500.00 
2800.  00  to    3300.00 

Construction.  —  Fig.  62  illustrates  a  gmall  storehouse  30'  X  30' 
with  platform.  The  house  can  be  extended  by  adding  15-ft. 
bays. 

Concrete  foundations  taken  below  frost,  walls  filled  between 
with  sand  or  good  ballast  well  puddled  and  finished  on  top  with 
concrete  or  wood  floor.  Framing  consists  of  2"  X  6"  studs  2-ft. 
centers,  with  1-in.  rough  boards  and  siding,  and  building  paper 
between  on  the  outside  and  sheathed  on  the  inside.  The  roof  is 
made  of  4"  X  12"  rafters  at  7  ft.  6  in.  centers,  covered  with 
3-in.  plank  and  tar  and  gravel.  Shelvings  and  racks  are  pro- 
vided to  suit  the  class  of  goods  kept  in  stock. 


Is? 


en  en 


EH] 


H  6X8' 


a. 

Store  Room 


a 


Office 


Platform 


3"Plank 


(554) 


SECTION 

Fig.  266.    Storehouse. 


COST  OF  STOREHOUSES. 
Approximate  estimate:  (Fig.  266.) 


555 


Quantities. 

Mate- 
rial. 

Labor. 

Total 
unit. 

Coat. 

50  cubic  yards  excavation 

$0  50 

*2:>  00 

54  cubic  yards  masonry  (rubble) 

$2  00 

$3  00 

5  00 

270.00 

14,500  feet  B.  M.  lumber,  per  thousand.  .  . 

18  00 

17  00 

35.00 

507.50 

Doors  and  windows  

42.50 

20.00 

62.50 

Hardware  

20.00 

15.00 

35.00 

Roofing  

24.00 

26.00 

50.00 

900  square  feet  concrete  floor  and  filling.  .  .  . 
Brick  chimney                   

0.08 
8  00 

0.12 
12  00 

0.20 

180.00 
20.00 

Painting  and  glazing.       

20.00 

25.00 

45.00 

Shelving  

100.00 

70.00 

170.00 

Supervision  and  contingencies  

$1364.00 
136.00 

900  square  feet  platform  at  15jf 

$1500.00 
135.00 

Total  .  . 

$1635.00 

$1 .65  per  square  foot  with  masonry  foundation  and  concrete  floor. 
$1 .50  per  square  foot  with  masonry  foundation  and  wood  floor. 
$1 .25  per  square  foot  with  wood  foundation  and  wood  floor. 


SIH  I  e  H  HI 


SECTIONAL  ELEVATION  A-A 


V 

OilPumpi    | 

Shipping 

1 

J 

uu 

Ju 

Oil  Cellar 

Store-   H 

~~i  r~ 

1  fT 

1 

keeper's  I 

Office    P| 

Receiving 

A 

PLAN 


SECTION 


Fig.  267.    R.  S.  A.  Arrangement  of  Sub-storehouse. 

A  one-story  house  recommended  by  the  Railway  Storekeepers 
Association  is  shown,  Fig.  267. 

The  office  is  located  at  the  front  of  the  house;  the  size  should 
be  sufficient  to  accommodate  the  help  required,  allowing  64  sq.  ft. 


556  OIL  AND  STOREHOUSES. 

for  each  clerk.  No  basement  is  shown,  but  if  it  is  necessary  to 
take-  care  of  hose  and  material  that  deteriorates  if  kept  in  too 
dry  a  place,  a  basement  is  a  great  convenience  and  when  built 
should  have  an  independent  entrance  from  the  outside  as  well 
as  a  stair  and  hoist  inside. 

In  addition  to  the  storeroom,  an  oil  cellar  located  some  dis- 
tance from  the  storehouse  and  connected  by  a  platform  is 
provided  at  one  end  with  the  oil  pump-room  located  in  the 
storehouse. 

The  material  racks  and  bins  all  run  crosswise  of  the  house 
with  an  aisle  up  the  center;  the  door  space  is  reserved  in  the 
center  for  receiving  and  shipping  material. 

The  width,  height,  length  and  general  dimensions  will  vary 
to  suit  the  requirements. 

Oil  and  Storehouses. 

Oil  Houses.  —  Oil  houses  are  necessary  on  railroads  to  store 
and  handle  the  various  oils  required  for  engine,  car,  and  shop 

service. 

The  most  common  arrangement  consists  of  a  frame  or  masonry 
shed  with  basement  and  platform,  located  alongside  a  track  in 
convenient  proximity  to  the  various  departments  to  be  served. 

Usually  steel  tanks  are  provided  for  storing  the  oil,  varying  in 
capacity  from  500  to  2000  gallons  or  more;  they  are  set  up  on 
concrete  supports  in  the  basement,  so  that  they  can  be  easily 
examined  and  cleaned. 

When  the  supply  is  brought  by  barrels,  they  are  dumped  over 
fillers  inside  the  house  or  outside  on  the  platform  if,  ;desired; 
when  filled  from  car  service  tanks,  the  pipes  are  extended  under 
the  platform  and  provided  with  stop  cocks  and  hose  connections 
as  per  Fig.  268. 

The  floor  over  the  basement  is  usually  heavy  plank  not  less 
than  3  in.  thick,  or  reinforced  concrete.  A  trap  door  and  small 
ship  ladder  are  necessary  to  gain  access  to  the  basement,  the 
trap  door  and  frame  being  made  fireproof.  No  other  openings 
are  provided,  electric  light  being  used  when  desired  for  inspection 
purposes. 

The  tanks  are  generally  ventilated  by  a  pipe  connecting  each 


_J — I — 1_ 

D 


_i — i — i — 

D 


U II    II     II 


ELEVATION 


~TTrapDoor 

| }     . ,      ( 


rf"H 


[«  a  a  j  a  j 

I  Pumps 


n 


Platform 


SECTION 
Fig.  268.     Oil  House. 


(557) 


558 


COST  OF  FRAME  OIL  HOUSE. 


tank,  with  a  main  riser  taken  above  the  roof,  to  allow  escape  of 
air  and  gases. 

The  floor  above  the  basement  is  used  for  the  distribution  of 
oil  to  employees;  each  tank  is  connected  to  a  hand  or  power 
pump;  the  pumps  are  grouped  together  and  set  up  conveniently 
in  one  corner  of  the  house  with  oil  stands,  trays,  and  drip  pans, 
and  a  counter  with  waste  bins  and  can  racks  is  placed  where 
most  convenient. 

APPROXIMATE  COST  OF  OIL  HOUSES  COMPLETE.     (Fig.  268.) 


Size. 

Concrete  foundation  and 
floor,  wood  platform. 

30'  X  20'  X  12'  high 
45'X20'Xl2'high 
60'X21'X12'  high 

$1500  to  $1900 
2500  to    2900 
3000  to    3900 

Construction.  —  The  chief  points  to  be  considered  in  the  con- 
struction are  to  eliminate  the  risk  of  fire,  to  provide  ample 
storage  and  convenient  means  for  filling  the  tanks  either  from 
barrels  or  oil  cars,  and  to  provide  proper  facilities  for  handling, 
pumping,  and  distribution. 

Fig.  268  illustrates  a  30'  X  30'  oil  house  with  steel  tanks  in 
basement. 

The  foundation  walls  up  to  platform  level,  also  basement  floor, 
are  of  concrete;  the  oil  house  floor  may  be  of  reinforced  concrete 
or  heavy  plank.  The  house  frame  is  2"  X  6"  studs  at  2-ft. 
centers  with  rough  boarding  and  shiplap  with  building  paper 
between  on  the  outside,  and  1-in.  sheathing  on  the  inside.  The 
roof  is,  2"  X  8"  joists  at  2-ft.  centers  covered  with  1-in.  T.  &  G. 
boards  and  finished  with  tar  and  gravel. 

The  platform  on  the  track  side  is  supported  on  8-in.  diameter 
cedar  posts  on  mud  sills,  with  2"  X  10"  joists  at  24-in.  centers 
covered  with  3-in.  plank. 

The  tanks  are  made  of  steel  boiler  plate  with  pipe  connections 
and  hand  hole  with  valve  for  cleaning  purposes,  and  have  the 
following  capacity: 

Four  feet  6  in.  diameter,  J  in.  thick  metal,  12  ft.  long,  1200  gal. 

Four  feet  3  in.  diameter,  J  in.  thick  metal,  12  ft.  long,  1000 
gal. 


BRICK  OIL  HOUSE. 


559 


Three  feet  3  in.  diameter,  fV  in.  thick  metal,  12  ft.  long,  600  gal. 
Three  feet  diameter,  A  in.  thick  metal,  12  ft.  long,  500  gal. 
Approximate  estimate  of  cost:  (Fig.  268.) 


—                                                —  \  
Quantities. 

Mate- 
rial. 

Labor. 

Total 
unit. 

Cost. 

68  cubic  yards  excavation 

$0.50 

6.00 
6.50 
35.00 

"s.w 

$34.00 
318.00 
149.00 
245.00 
85.00 
25.00 
122.00 
55.00 
576.00 
163.00 
28.00 

53  cubic  yards  masonry  

$2.50 
3.00 
18.00 
50.00 
2.50 
75.00 
25.00 
280.00 
100.00 
16.00 

$3.50 
3.50 
17.00 
35.00 
2.50 
47.00 
30.00 
296.00 
63.00 
12.00 

23  cubic  yards  concrete  

7000  feet  B.  M.  lumber,  per  thousand  
Doors  and  windows 

5  squares  roofing,  per  square  (100  square  feet) 
Hardware  and  reinforcement  .  . 

Painting  and  glazing                                

5  tanks  capacity  4100  gallons  

Pumps,  piping,  connections,  and  fittings.  .  .  . 
Steam  coils  

Supervision  and  contingencies  

$1800.00 
180.00 

Total                                                                    

$1980.00 

or  about  $3  per  square  foot  or  16^  per  cubic  foot. 

Oil  House,  K.  C.  S.  Ry.,  Pittsburg,  Kan.  —  Oil  house,  K.  C. 
Southern  Ry.,  Fig.  269,  has  a  number  of  interesting  features. 
It  provides  for  the  storage  and  distribution  of  oils  and  waste 
for  the  terminal  at  which  it  is  situated  only,  and  includes  a  base- 
ment that  is  built  out  to  the  platform  edge  of  reinforced  concrete; 
this  portion  is  59  ft.  by  about  38  ft.,  while  the  upper  portion 
of  the  house  is  about  41J'  X  14'  wide.  The  platform  is  4  ft. 
above  base  of  rail  and  the  floor  of  the  basement  7  ft.  below 
grade.  A  double  incline  paved  with  brick  proves  a  convenient 
means  of  traffic  between  platform  and  basement.  The  approxi- 
mate estimate  cost  of  this  building  complete  under  ordinary 
conditions  would  be  about  $6500.  This  includes  the  platforms 
and  approaches  as  well  as  all  interior  fittings. 


•^  I      N 

""  ^__^^=^:=^— -=^^^rir'.iriir.=ir^rirLr^.r^ 


WEST  ELEVATION   OIL  HOUSE 

Fig.  269.    K.  City  S.  Ry.,  Pittsburg,  Kan. 


560 


BRICK  OIL  HOUSE. 


^81—  ;f;8I 

_ ---4--'*. — 


STORE  AND  OIL  HOUSE. 


561 


C.  P.  R.  Standard  Store  and  Oil  House.  —  A  very  compact 
type  of  store  and  oil  house  is  shown,  Fig.  270.  The  building  is 
20  ft.  deep  by  30  ft.  in  length;  the  next  size  is  30'  X  30',  then 
30'  X  40',  etc.  The  basement  is  built  entirely  of  concrete,  but 
the  upper  part  of  the  building  and  the  platform  is  built  of  wood. 
The  layout  of  the  oil  tanks  and  pumps  are  arranged  for  the 
installation  of  the  Bowser  system  of  automatic  control  and 
self-measuring  devices.  The  floor  is  of  mill  construction  at  the 
platform  level  and  consists  of  2"  X  4"  timbers  on  edge,  covered 
on  top  with  No.  28  gauge  galvanized  iron.  The  general  con- 
struction is  plainly  shown  on  the  illustration  and  the  approxi- 
mate cost  for  various  sizes  are  estimated  as  follows: 

20  ft.  by  30  ft $2100 

30  ft.  by  30  ft $3100 

40  ft.  by  30  ft $4200 


No.  28  O.  GalT.  Iron 
with  Drip. 


-  Tanks  to  be  railed  abort  floor 

1«Y«J  with  angle  iron  support, 


1  T.  &  G.  Rough  Board* 
Tar  Paper 
Drop  Siding 
•Itfx  s'-Baseboard 
Floor  Corered  with 
No.  28  G.  Galv.  Iron 
2Wplank  Floor  on  edg* 

to, 


Capacity  of  Tanks 
1-1000  Gallon  Tank  for  Engine  OQ 

••      ••   Headlight  Ofl 


TANK  ROOM  PLAN 


Fig.  270.    C.  P.  R.  Store  and  Oil  House. ., 


562  LOCOMOTIVE  AND  CAR  SHOPS. 

Locomotive  and  Car  Shops.  —  The  grouping  of  shops  for  the 
manufacture  of  cars  and  locomotives  as  well  as  their  repair  and 
maintenance  has  been  given  a  great  deal  of  attention  and  con- 
siderable study  during  the  past  few  years  by  specialists  in  con- 
junction with  railway  engineers,  and  while  the  shops  are  com- 
mon in  regard  to  their  use  there  cannot  be  said  to  be  any  typical 
plans  that  will  suit  all  conditions;  as  a  rule  what  serves  the  pur- 
pose at  one  point  may  be  totally  and  entirely  wrong  at  another 
place;  varying  conditions  and  a  great  variety  of  reasons  require 
that  each  case  be  studied  out  and  designed  to  meet  the  require- 
ments desired  and  necessary  to  fit  the  situation. 

The  tendency  in  shop  buildings  has  been  to  group  and  corre- 
late each  department;  to  centralize  power,  and  to  cut  down 
traffic  of  men  and  material  in  operation,  and  to  so  arrange  the 
layout  as  will  best  suit  the  conditions  and  locality  in  which  the 
shops  are  situated. 

In  general  it  may  be  said  that  the  layout  usually  arranges 
itself  around  the  locomotive  machine  and  erecting  shop  as  this 
is  the  most  important  and  largest  building  in  the  group. 

A  group  of  buildings  of  this  character  though  built  some 
years  ago  and  considerably  extended  in  1913  is  the  C.  P.  R. 
Angus  Shops  at  Montreal,  Fig.  271,  also  the  New  York  Central 
Shops,  West  Albany,  N.  Y.,  Fig.  272.  In  these  layouts  it  may 
be  mentioned  that  a  transfer  table  is  used  for  the  handling  of 
equipment  and  material  supplemented  with  traveling  cranes, 
but  the  tendency  at  the  present  time  is  to  discard  the  transfer 
table  and  use  electric  cranes  almost  exclusively. 

In  Fig.  271  the  buildings  are  grouped  along  a  transverse 
avenue  80  ft.  wide  over  which  a  10-ton  overhead  traveling 
electric  crane  operates  through  a  distance  of  about  1000  ft. 

A  brief  description  of  the  various  shops  and  their  approxi- 
mate cost  follows: 

As  already  mentioned,  the  costs  of  the  various  structures  are 
those  which  ruled  during  normal  times,  that  is,  previous  to  1916. 
Since  that  date  prices  have  increased  considerably,  and  conditions 
are  such  that  no  definite  figures  of  cost  data  can  be  established 
at  the  present  time. 


ANGUS  SHOPS,   MONTREAL. 


563 


564 


N.   Y.   CENTRAL  SHOPS,  ALBANY,   N.  Y. 


BLACKSMITH  SHOP.  565 

Blacksmith  Shop.  —  Masonry  foundations,  brick  walls  with 
pressed  brick  facing,  door  and  window  sills  stone,  steel  posts, 
trusses,  and  purlins,  wood  rafters  covered  with  3-in.  plank  and 
tar  and  gravel  roof. 

Skylights  over  the  center  running  the  full  length  of  shop. 
Floor,  12  in.  cinders.  Lavatory  and  office  accommodation  in- 
side shop,  ground  floor. 

The  building  is  L-shaped,  with  extreme  dimensions  434'  X  300', 
one  wing  being  146  ft.  and  the  other  130  ft.  wide. 

The  building  is  opposite  the  gray  iron  foundry  and  car  machine 
shop,  with  the  long  side  facing  the  midway.  In  the  interior  of 
the  building  the  wings  have  "  hip  "  roofs,  and  each  divides  into 
three  equal  aisles  by  row  of  columns  supporting  the  roof  trusses. 
The  center  aisle  has  a  clerestory  equal  to  the  width  of  the  trusses. 
The  building  covers  an  area  of  83,600  sq.  ft.,  and  is  equipped 
with  tools  and  furnaces  for  working  iron.  The  furnaces  all  use 
oil  fuel,  so  that  there  is  little  smoke,  and  the  ventilation  is 
obtained  by  overhead  pipes  connected  with  large  exhaust  fans 
driven  by  electric  motors.  The  larger  hammers,  punches,  and 
shears  are  located  in  the  small  wing.  There  are  three  standard 
gauge  tracks  leading  from  the  forge  to  the  runway  and  overhead 
crane,  and  also  three  tracks  leading  from  the  smith  shop.  In 
addition  there  is  a  longitudinal  track  through  the  center  of  the 
long  portion  of  the  building. 

Cabinet  and  Upholstering  Shop.  —  Masonry  foundations, 
brick  walls  with  pressed  brick  facing,  door  and  window  sills 
stone,  wood  posts  and  rafters  in  cabinet  shop  and  steel  posts 
and  beams  in  storage  portion  and  upholstering  floor,  roof  3-in. 
plank  with  tar  and  gravel  covering.  Skylights  10  ft.  wide 
running  lengthwise  over  the  center  of  the  building,  which  is 
62'  X  500'.  The  cabinet  shop  occupies  half  the  ground  floor, 
the  other  half  being  set  apart  for  hardwood  storage;  the  portion 
above  the  hardwood  storage  forming  a  second  floor  is  used  for  an 
upholstering  room.  The  building  is  located  convenient  to  the 
planing  mill,  the  passenger  car  shop,  and  the  dry  kiln,  and  is 
equipped  with  hoists,  stairs,  and  office  accommodation  inside, 
with  a  lavatory  lean-to  on  outside  of  building.  Ground  floor, 
3-in.  plank  on  4"  X  6"  sleepers  4-ft.  centers  on  a  12-in.  cinder 
bed;  upper  floor,  3-in.  plank  on  wood  joists. 


566  CAR  MACHINE  SHOP. 

Car  Machine  Shop.  —  Masonry  foundations,  brick  walls  with 
pressed  brick  facing  and  stone  trimmings  for  door  and  window 
sills,  steel  posts,  wood  trusses  and  rafters  covered  with  3-in. 
plank  and  tar  and  gravel  roof,  skylights  in -each  bay  12  ft.  wide 
by  60  ft.  long.  Floor>  3-in.  plank  on  4"  X  6"  sleepers  4-ft. 
centers  on  a  12-in.  cinder  bed. 

The  shop  is  288  by  130  ft.  It  has  three  lines  of  track  run- 
ning through  it  longitudinally.  The  cross  section  is  divided 
into  equal  spans  43  ft.  4  in.  by  steel  columns  24-ft.  centers, 
which  support  the  wooden  roof  trusses.  A  lean-to  on  one  side 
of  the  building  provides  office,  lavatory,  and  fan  room  accommo- 
dations. 

Car  Truck  Shop.  —  Masonry  foundations,  brick  walls  with 
pressed  brick  facing,  door  and  window  sills  stone,  wood  posts 
and  rafters  covered  with  3-in.  plank  and  tar  and  gravel  roof. 
Floor,  3-in.  plank  on  4"  X  6"  sleepers  4-ft.  centers  on  a  12-in. 
cinder  bed.  The  shop  is  82'  X  434'.  It  is  divided  into  three 
equal  sections  each  26  ft.  8  in.  span  at  the  western  portion, 
where  steel  columns  and  supporting  steel  beams  are  used,  while 
the  eastern  portion  is  entirely  of  wood  construction  and  here 
there  are  four  sections  each  20-ft.  span.  The  steel  construction 
was  used  for  the  purpose  of  handling  trucks  from  overhead 
supports. 

On  one  side  of  the  building  there  are  two  16'  X  24'  fan  houses 
and  on  the  opposite  side  two  12'  X  18'  lavatories  and  toilet 
rooms. 

Dry  Kilns  (soft  and  hard  wood).  Masonry  foundations, 
brick  walls  outside,  wood  partitions  inside,  wood  roof  covered 
with  tar  and  gravel. 

The  dry  kiln  has  three  compartments  —  one  for  soft  wood,  19' 
X  85',  one  for  hard  wood,  19'  X  85',  and  an  additional  21'  X  85' 
compartment  for  miscellaneous  work.  These  are  equipped  with 
patent  heating  apparatus.  There  are  no  end  walls,  but  the 
openings  are  covered  by  canvas  doors  operated  by  an  overhead 
roll  like  a  curtain. 

Foundry  Iron.  —  Masonry  foundations,  brick  walls  faced  with 
pressed  brick,  window  and  door  sills  stone,  steel  posts,  trusses, 
and  purlins,  wood  rafters  covered  with  3-in.  plank  and  tar  and 
gravel  roof. ,  Skylight  lengthwise  along  center  of  house.  Floor, 


FREIGHT  CAR  SHOP.  567 

3-in.  plank  on  4"  X  6"  sleepers  and  12-in.  cinder  bed  for  the 
chipping  and  tumbler  room,  office,  sand  and  facing  room,  12  in. 
sand  for  the  moulding  floor,  concrete  for  the  blower  room,  and 
cinders  and  clay  for  the  cupola  room. ' 

The  iron  foundry  is  122'  X  242',  located  near  the  locomotive 
shop,  with  one  end  facing  the  midway.  The  cross  section  of 
the  building  is  in  three  sections,  the  central  one  having  a  height 
of  29'  to  the  lower  side  of  the  roof  truss,  and  it  is  served  by  a 
traveling  crane  of  57-ft.  span  and  10  tons  capacity.  The  side 
wings  are  each  30  ft.  wide  and  16  ft.  high.  Over  the  cupola 
room  there  is  a  second  story  with  a  storage  bin  and  a  heavy 
platform,  which  serves  as  a  charging  floor.  This  is  an  exten- 
sion to  which  the  yard  crane  delivers  pig  iron  and  coke.  This 
building  covers  an  area  of  42,700  sq.  ft. 

Data  of  electric  traveling  cranes  are  given  in  Table  132. 

Freight  Car  Shop.  —  Masonry  foundations,  brick  walls  faced 
with  pressed  brick,  door  and  window  sills  stone,  steel  posts 
24-ft.  centers,  wood  trusses  and  rafters  covered  with  3-in.  plank 
and  tar  and  gravel  roof,  skylight  over  each  bay.  Floor,  3-in. 
plank  on  4"  X  6"  sleepers  4-ft.  centers  on  a  12-in.  cinder  bed; 
every  seventh  bay  has  a  brick  fire  curtain  wall  with  communi- 
cating fire  doors. 

The  shop  is  107'  X  540',  and  is  served  by  a  yard  crane  across 
one  end  and  by  four  longitudinal  tracks  running  through  it. 
There  are  also  two  intermediate  tracks  for  supplies  and  six  trav- 
eling cranes  fitted  with  air  hoists  for  handling  heavy  material. 

On  one  side  of  the  building  there  are  two  16'  X  24'  fan  houses 
and  one  12'  X  41'  lavatory  and  one  12'  X  40'  office  in  a  one- 
story  lean-to.  The  roof  trusses  are  supported  on  steel  columns, 
which  carry  12-in.  girders  for  three  1-ton  traveling  air  hoists  in 
each  aisle  of  the  building.  The  wall  girders  for  the  crane  run- 
ways are  carried  on  steel  brackets  bolted  through  the  pilasters. 

Frog  and  Switch  Shop.  —  Masonry  foundations,  brick  walls 
faced  with  pressed  brick,  window  and  door  sills  stone,  steel 
columns  and  purlins,  wood  rafters  covered  with  3-in.  plank  and 
tar  and  gravel  roof.  Skylights  along  center  of  shop.  Floor, 
3-in.  plank  on  4"  X  6"  sleepers  at  4-ft.  centers  and  12"  cinder 
bed. 

The  shop  is  102'  X  264',  has  a  single  track  extending  through 


568         LOCOMOTIVE,   ERECTING  AND   MACHINE  SHOP. 

it,  and  is  also  served  by  a  33-ft.  2-ton  traveling  crane  in  two  of 
the  three  sections  into  which  it  is  divided.  Data  of  electric 
traveling  cranes  are  given  in  Table  132. 

Locomotive,  Erecting  and  Machine  Shop.  —  Masonry  foun- 
dations, brick  walls  faced  with  pressed  brick,  door  and  window 
sills  stone,  steel  posts  and  trusses,  wood  rafters  covered  with 
3-in.  plank  and  tar  and  gravel  roof,  with  skylights  and  ventila- 
tors, 3-in.  plank  floor  on  4"  X  6"  sleepers  at  4-ft.  centers  on  a 
12-in.  cinder  bed. 

The  locomotives  are  handled  by  two  60-ton  cranes  of  77-ft. 
span,  each  with  10-ton  auxiliary  hoist. 

In  the  machine  shop  there  is  one  15-ton  crane  of  77-ft.  span, 
with  a  runway  which  is  the  extension  of  the  erecting  shop.  All 
cranes  driven  by  continuous-current  motors  at  250  volts. 

The  walls  of  the  locomotive  shop  are  48  ft.  high  to  the  eaves; 
they  are  divided  into  panels  22  ft.  wide  by  pilasters  which  carry 
the  roof  trusses.  Each  panel  has  two  windows  12  ft.  wide  and 
16  ft.  high.  In  each  roof  panel  there  is  a  transverse  monitor 
12'  X  72',  with  double  pitched  skylight  roof,  and  in  the  sides 
2'  X  3'  ventilating  doors. 

On  the  east  side  of  the  shop  there  are  four  12'  X  24'  one- 
story  extensions,  which  are  used  as  lavatories.  The  balcony  is 
used  for  a  sheet-iron  shop  and' for  light  machinery. 

The  boiler  shop  occupies  300  ft.  of  the  south  end  of  the  build- 
ing, is  supplied  with  a  17-ft.  gap  hydraulic  riveter,  and  above 
it  the  riveting  tower,  which  occupies  one  panel  of  the  80-ft. 
bay,  is  65  ft.  from  top  of  rail.  There  are  two  25-ton  hydraulic 
cranes. 

The  shop  equipment  is  a  hydraulic  triple  punch  and  a  two- 
plunger  flanger,  four  riveting  furnaces  and  a  flange  furnace, 
hydraulic  punch  and  shears,  small  hydraulic  riveter,  hydraulic 
pump,  the  machine  tools  served  by  cranes  50-ft.  span,  one 
15-ton  and  the  other  10. 

The  machines  include  a  very  long  planer,  a  heavy  3-headed 
frame  slotted  machine  and  a  driving  wheel  press  and  a  milling 
machine  for  cylinders,  a  four-spindle  frame  drilling  machine 
direct  driven  by  four  motors,  and  one  electric  oil  pump,  3-spindle 
cylinder  borer  direct  driven,  10-horsepower  motor,  a  cylinder 
planer  direct  driven  by  electric  motor,  large  driving  wheel  lathe. 


PASSENGER  CAR  SHOP.  569 

Two  10-ton  cranes  for  the  outside  runways,  with  one  25-horse- 
power  and  8-horsepower  direct-current  250-volt  motors. 

One  20-ton  77-ft.  crane  in  the  boiler  section  of  the  locomo- 
tive shop,  and  one  10-ton  50  ft.  span  Irane  in  the  iron  foundry, 
and  one  10-ton  crane  in  the  engine  room  of  the  power  plant,  and 
in  addition  a  number  of  small  cranes  and  air  hoists  in  the  other 
shops. 

Data  of  electric  traveling  cranes  are  given  in  Table  132. 

Offices  (Main).  —  Masonry  foundations,  brick  walls  faced 
with  pressed  brick,  door  and  window  sills  stone,  wood  floors  and 
partitions,  slate  roof.  Interior  natural  finish  and  plastered  walls 
burlapped  6  ft.  high  in  halls.  Lavatory  and  toilet  accommo- 
dations on  each  floor. 

The  building  is  56'  X  80',  three  stories  high,  with  a  basement 
and  attic  near  the  center  of  the  building.  The  basement  to  be 
used  for  testing  room,  lavatory  and  heating  apparatus,  storage 
and  small  offices.  The  first  floor  is  for  clerks  and  storekeepers, 
the  second  for  officials  of  rolling  stock  and  car  builders,  and  the 
third  for  drafting  room  and  blue-print  room. 

Passenger  Car  Shop  (Erection  and  Paint).  —  Masonry 
foundations,  brick  walls  faced  with  pressed  brick,  door  and 
window  sills  stone,  wood  posts,  and  rafters  covered  with  3-in. 
plank  and  tar  and  gravel  roof,  skylights  in  each  bay,  floor  3-in. 
plank  of  4'x'6  sleepers  at  4-ft.  centers  on  a  12-in.  cinder 
bed. 

The  passenger  car  erection  and  paint  shops  are  each  100'  X 
672',  and  they  are  served  by  an  electric  transfer  table  75  ft. 
long  operated  by  a  20-horsepower  alternating-current  motor. 
Each  shop  has  28  tracks  spaced  24  ft.  center  to  center.  On 
account  of  the  peculiarity  of  track  approach  to  the  shop  grounds, 
necessitated  by  the  contour  of  the  shop  yard,  the  transfer  pit  is 
placed  with  longitudinal  axis  parallel  to  the  long  shops.  In  the 
passenger  department  the  cars  enter  the  transfer  table  by  a  long 
curve  from  the  main  shop  track. 

Pattern  Storage.  —  Masonry  foundation,  brick  walls  with 
pressed  brick  facing,  door  and  window  sills  stone,  steel  posts  and 
rafters  and  reinforced  concrete  roof  covered  with  tar  and  gravel, 
with  skylights  over  roof.  Intermediate  wood  posts  support  the 
floors. 


570  POWER  HOUSE. 

Ground  floor,  concrete  on  a  sand  bed;  first  and  second  floors, 
heavy  floor  beams  and  4f  X  3|  flooring  with  If-in.  air  spaces. 

The  building  is  50'  X  100',  and  is  three  stories.  Inside  light 
only  is  obtained  from  skylights  in  the  roof.  The  four  exterior 
doors  are  covered  with  galvanized  iron. 

Pattern  Shop.  —  Masonry  foundation,  brick  walls  faced  with 
pressed  brick,  window  and  door  sills  stone,  wood  posts,  beams 
and  rafters  covered  with  3-in.  plank  and  tar  and  gravel  roof. 
Ground  floor,  3-in.  plank  on  4  X  6  sleepers  4-ft.  centers  and 
12-in.  cinder  bed.  First  floor,  2-in.  T.  &  G:  planks  on  6"  X  12" 
joists  about  4-ft.  centers. 

The  pattern  shop  is  50'  X  82',  two  stories  high,  and  is  located 
on  the  midway  opposite  the  blacksmith  shop. 

Planing  Mill.  —  Masonry  foundations,  brick  walls  faced  with 
pressed  brick,  window  and  door  sills  stone,  steel  posts,  wood 
trusses  and  rafters  covered  with  3-in.  plank  and  tar  and  gravel 
roof,  with  skylights  over  each  bay. 

Floor,  3-in.  plank  on  4"  X  6"  sleepers  4-ft.  centers  on  12-in. 
cinder  bed.  The  planing  mill  is  126'  X  500',  similar  in  con- 
struction to  the  car  machine  shop,  but  has  one  row  of  columns 
which  divides  it  into  longitudinal  aisles.  There  is  a  track  pass- 
ing through  the  center  of  each  aisle  and  one  transverse  track 
with  turntables  at  the  intersection  which  connects  with  the  dry 
kiln. 

i  Power  House.  —  Masonry  foundation,  brick  walls  faced  with 
pressed  brick,  steel  trusses,  wood  rafters  covered  with  3-in. 
plank  and  waterproof  covering  with  a  2-in.  air  space  and  a  cover- 
ing of  lj  in.  T.  &  G.  boards  on  top  finished  with  tar  and  gravel 
roof  with  skylights  over.  Boiler  and  pit  duct  room  floors  6  in. 
concrete,  engine  room  floor  hardwood.  A  steel  frame  is  placed 
around  the  smoke  stack,  leaving  two  feet  clear  on  each  side. 
The  stack  is  also  insulated  by  sheet  steel  and  heavy  asbestos 
board  to  guard  against  fire. 

The  house  is  located  near  the  planing  mill  in  order  to  use  the 
refuse  lumber  and  shavings.  The  building  is  101'  X  168',  divided 
by  a  longitudinal  middle  wall  into  boiler  and  engine  room. 
The  engine  room  is  equipped  with  a  10-ton  traveling  crane. 

Engine  and  generator  equipments  are  as  follows:  Three  750 
and  one  375  horsepower  cross  compound  horizontal  Corliss  en- 


POWER  HOUSE.  571 

gines,  making  150  revolutions  per  minute,  direct  connected  to 
three  500-kilowatt  and  one  250-kilowatt,  three-phase,  300-volt, 
alternating-current  generators;  two  250-kilowatt,  250-volt  direct- 
current  dynamos  for  the  crane  service,  air  compressors  to  supply 
air  at  100  Ib.  pressure  through  one  seven-inch  and  one  two-inch 
main  leading  to  the  different  shops. 

In  the  boiler  house  there  are  four  416-horsepower  boilers 
working  under  a  pressure  of  150  Ib.  and  one  300-horsepower 
boiler  at  300  Ib.  working  pressure  used  in  testing  locomotives; 
boilers  hand  stoked,  equipped  with  shaking  grates. 

There  is  a  shaving  exhaust  system  for  supplying  the  boilers 
with  the  refuse  from  the  planing  mill.  The  induced  system  of 
draft  is  used  on  the  boilers,  and  the  stack  is  of  steel  8  ft.  in 
diameter  and  70  ft.  high.  The  induced  draft  is  operated  by 
two  10-ft.  fans  each  making  200  revolutions  per  minute.  Two 
economizers  are  used  and  are  sufficient  for  the  five  boilers  already 
installed.  Further  data  of  cost  are  given  in  Table  131. 

The  boiler  connects  with  a  12-in.  header,  and  there  are  reduc- 
ing and  by-pass  valves  provided  to  permit  high-pressure  steam 
to  be  used  in  the  mains  from  the  low-pressure  battery. 

There  are  two  12"  X  1"  X  12"  and  two  6"  X  3J"  X  6"  feed 
pumps,  also  feed  water  heater.  Underneath  the  boiler  house  is 
a  tunnel  terminating  at  an  air  hoist  for  lifting  the  ash  cars  to 
the  surface  track.  The  ashes  are  discharged  to  floor  hoppers, 
from  which  they  are  emptied  into  the  tunnel  cars.  The  steam 
pipes  are  carried  from  the  power  house  to  the  several  buildings 
in  a  tunnel  6  ft.  high,  4J  ft.  wide,  built  of  brick.  Wall  brackets 
carry  the  live  steam  pipes  for  heating  by  night  and  exhaust 
steam  by  day,  a  high-pressure  steam  pipe  for  locomotive  tests, 
the  compressed  air  pipes,  and  a  return  pipe  for  drainage  of  all 
the  heating  apparatus.  The  steam  exhaust  pipes  are  covered 
with  asbestos  air  cell  covering  wired  on.  A  few  of  the  smaller 
mains  are  carried  underground  in  wooden  boxes.  The  distribu- 
tion of  electric  power  to  the  different  shops  is  by  bare  wire  on 
steel  poles. 

Data  of  miscellaneous  power  house  equipment  are  given  in 
Table  131  and  electric  traveling  cranes  in  Table  132. 

Stores.  —  Masonry  foundations,  brick  walls  faced  with  pressed 
brick,  door  and  window  sills  stone,  wood  posts  and  rafters 


572  WHEEL  FOUNDRY. 

covered  with  3-in.  plank  and  tar  and  gravel  roof.  Ground 
floor,  3-in.  plank  on  4"x6"  sleepers  4-ft.  centers  on  a  12-in. 
cinder  bed;  second  floor,  2-in.  T.  &  G.  plank  on  heavy  joists. 

The  house  is  85'  X  594',  and  is  located  with  one  end  facing 
the  midway  directly  opposite  the  end  of  the  large  machine 
shop.  This  building  is  two  stories  high;  it  has  wooden  roof 
girders  supported  by  three  longitudinal  rows  of  wooden  columns, 
which  carry  a  center  gallery  supported  on  joists  between  girders. 
The  sills  of  the  windows  are  13 \  ft.  above  the  floor  line  to  allow 
for  storage  racks  and  shelves  on  the  walls  below  them.  The 
gallery  is  lighted  by  12-ft.  standard  monitors  extending  the 
whole  length  of  the  building. 

Offices,  scales,  hoists,  arid  lavatory  and  toilet  accommoda- 
tion are  provided  on  the  ground  floor. 

Wheel  Foundry.  —  Masonry  foundations,  brick  walls  faced 
with  pressed  brick,  door  and  window  sills  stone,  steel  posts, 
trusses,  and  purlins,  wood  rafters  covered  with  3-in.  plank  and 
tar  and  gravel  roof;  skylights  in  each  bay;  moulding  floor,  12  in. 
cinders  and  clay. 

The  foundry  is  located  on  the  extreme  northwest  portion  of 
the  yard  and  is  convenient  to  the  freight  car  and  truck  shops. 
It  is  107'  X  187',  and  is  divided  into  three  sections  transversely, 
two  of  them  52  ft.  6  in.  span.  The  cupola  room,  27  ft.  wide,  is 
two  stories,  having  a  length  of  90  ft.,  and  the  second  floor  is 
built  like  that  on  the  iron  foundry,  having  a  charging  floor  on 
the  opposite  side.  There  is  a  one-story  extension  12'  X  27'  for 
toilet  room  and  lavatory.  At  each  end  of  the  building  40  ft. 
is  used  for  the  annealing  pits,  and  this  is  served  by  a  3000-lb. 
crane,  running  transversely  to  the  longitudinal  axis  of  the  build- 
ing. This  building  covers  an  area  of  24,300  sq.  ft. 

Electric  and  Telephone  Installation.  —  There  are  about  200 
electric  motors  used  in  the  different  shops,  and  only  15  of  them 
are  of  the  variable-speed  type.  All  the  machine  tools,  cranes, 
transfer  table,  heating  and  exhaust  and  the  various  draft  fans  are 
motor  driven.  The  constant-speed  motors  are  of  three-phase 
induced  type,  using  current  at  550  volts. 

In  the  buildings  there  is  a  mixed  system  of  open  porcelain 
cleats  and  slow-burning  waterproof  wire  in  the  ceiling  and  Rich- 
mond conduits  and  rubber-covered  wire  on  the  side  walls.  Cut- 


COST  DATA  RAILROAD  SHOPS. 


573 


out  boxes  are  supplied  for  about  every  100  horsepower  of  motor 
wire  and  every  10  kilowatts  of  lighting.  The  shops  and  yards 
are  lighted  with  four  hundred  110- volt  enclosed  arc  lamps  and 
in  addition  3800  16-candlepower  inctndescent  110- volt  lamps. 

In  the  passenger  car  shops  low  extension  arc  lamps  are  in- 
stalled. 

In  the  yard  there  are  50  enclosed  series  arc  lamps. 

There  is  a  complete  telephone  system  using  fixed  telephones 
connecting  to  long-distance  wires. 

This  system  is  equipped  with  metallic  circuit,  electric  gener- 
ators for  ringing,  and  self-restoring  drops. 


TABLE   130.  —  APPROXIMATE   COST   DATA   RAILROAD   SHOPS,   FOUNDATIONS 
5  FEET  BELOW  GROUND. 


Shop  name. 

Average 
width, 
length,  and 
height. 

Contents. 

Cost  of  building  only. 

Equip- 
ment add 
per  cent 
of  total 
cost.* 

Total. 

Sq.  ft. 

Cu.  ft. 

Blacksmith  

Cabinet.  
Car  machine 

Ft. 
146X434  and 
130X158X32 
62X580X27 
130X288X27 
82X434X20 
70X  85X16 
40X  85X16 
122X342X30 
107X540X30 
102X264X22 

163X168X50 
56X  80X54 
100X672X24 
100X672X24 
SOX  82X26 
50X150X30 
50X150X30 
104X160X39^ 
85X594X33 
107X187X24 

Sq.  ft. 

83,600 
36,900 
38,400 
36,800 
6,900 
3,700 
42,700 
59,500 
30,300 

191,300 
4,500 
69,400 
69,400 
4,100 
7,500 
63,300 
17,200 
50,500 
24,300 

Cu.  ft. 

2,697,000 
954,700 
1,066,600 
763,600 
96,500 
51,700 
1,354,700 
1,829,900 
674,000 

9,520,800 
241,900 
1,752,700 
1,752,700 
135,500 
247,500 
1,835,300 
616,400 
1,653,500 
649,800 

$101,000 
53,000 
44,200 
38,600 
7,400 
4,200 
80,300 
76,700 
29,700 

497,200 
27,700 
69,000 
75,800 
7,400 
17,300 
64,400 
84,700 
88,100 
46,700 

$1.20 
.43 
.15 
.05 
.05 
.11 
.90 
.28 
0.99 

2.60 
6.20 
1.00 
1.07 
1.80 
2.31 
1.33 
4.92 
1.75 
1.93 

Cents. 

3! 
H 

4i 
5 
7f 
8 
6 

a 

ii 

i 

i 

Per  cent. 

30 
25 
25 
20 
90 
90 
40 
25 
30 

10 
35 
35 
35 
25 
5 
30 
500 
20 
100 

Car  truck  

Dry  kiln,  soft  wood  
Dry  kiln,  hard  wood 

Foundry,  gray  iron  

Freight  car 

Frog  and  switch 

Locomotive,   boiler,  erect- 
ing j^nd  machine 

Offices  
Passenger  car  erection  
Passenger  car  paint 

Pattern  
Pattern  stores  
Planing  mill  

Power  house  
Stores  general 

Wheel  foundry  

*  Equipment  includes  heating,  plumbing,  fire  protection,  cranes,  elevators,  electric  wires  and 
lighting. 

The  foregoing  prices  are  for  shops  built  previous  to  1915;  since 
that  date,  owing  to  abnormal  conditions,  the  prices  have  increased 
from  50  to  75  per  cent.  This  refers  also  to  the  cost  data  given  in 
Tables  131,  132  and  133. 


574 


COST   DATA  RAILROAD  SHOPS. 


TABLE   131. —  DATA  OF  MISCELLANEOUS  POWER  HOUSE  EQUIPMENT. 


Equipment. 

Approximate  cost 
in  place. 

Approximate  cost 
per  unit. 

Boilers  and  stokers  
Generators       ,,  

88,500 
50,600 

$27.  50  per  B.  H.P. 
22.  48  per  Kw. 

68,000 

20  88  per  H.P. 

15,400 

10,500 

11,500 

1,500 

27,000 

Switchboard                                                   

28,000 

2,500 

Shaving  feed  and  storage  

8,800 

Total  

$312,300 

Rated  H.P.  boilers,  3219;  engines,  3265;  Kw.,  2250. 


TABLE  132.  — SHOP  ELECTRIC  TRAVELING  CRANES. 


Shop  location. 

Number. 

Capacity. 

Motors  H.P. 
D.C.  250  volts. 

Speeds  in  ft. 
per  minute 
loaded. 

"o 

6 

Approximate  cost 
erected. 

Main  tons. 

Aux'y  tons. 

a 
1 

Lift  hook. 

.1 

'o 

g 
Q 

Trolley. 

6 

M 
3 

3 

c 
'3 

! 

1 

1 

Erecting  
Machine  
Machine  
Boiler 

2 

60 
15 
10 

10 
10 
10 
10 
2 

10 
5 

Ft. 

76^ 
52 
52 

I? 

60 
60 
30 
30 

Ft. 

a 

1! 

30 
30 

12 
20 

50 

27 
27 
25 
25 
25 
25 
5 
3 

1 

5 
3 

2 

50 
27 
27 
25 
25 
25 
25 
5 
3 

27 
'16' 

10 

19 
27 
12 
25 

25 
16 
10 

100 
125 
150 
100 
125 
100 
100 

250 
300 
300 

250 

350 
200 
200 

25 

Ft>i 

Dols. 
29,200 
5,800 
5,300 
9,500 
5,100 
5,000 
5,200 
2,500 
2,000 

Midway  
Foundry 

Foundry  

Foundry  
Frog 

TABLE  133. —  ORDINARY  YARD  LIFT  STEAM   CRANES  WITH  BOILERS. 


Capacity. 

Radius. 

Approximate  cost 
erected. 

Tons. 

? 

2 

25 
20 
25 

$2000  to  $2500 
1800  to    3000 
2500  to    3500 

TRANSFER  TABLE  75  tons  capacity,  75  feet  long,  complete  with  550-volt  motor  A.C.,  travel 
125  feet  per  minute  loaded,  300  feet  per  minute  light  (cable  £  inch),  $5500  to  $6500  erected,  without 
foundations. 


INDEX. 


A  PAGE 

Abutments  — 

bridge 83 

crib 101 

Anchors,  rail 196 

Annual  cost  of  ties 178 

A.  R.  A.  rail 5 

A.  R.  E.  A.  rail 4 

A.  S.  C.  E.  rail 4 

Ash  pits 529 

B 

Ballast 239 

Ballast  floor  trestles 129 

Boiler  houses 549 

Bolts  and  nut  locks 193 

Bolts  and  rail  joints 10 

Boring  tools 38,  39 

Box  car  bunk  houses 357 

Bridges  — 

abutments 83,  84 

numbers 299 

piers  85,  86,  87,  88,  89,  90,  91,  92,  93 

unit  stresses 106 

warning 307 

weight  of  highway 34 

weight  of  railway 29 

Building  loads 27,  28 

Bumping  posts 232 

Bunk  houses 352 

Bunks,  iron 354 


Canopies 335 

Car  stops 202 

Cast  iron  pipes 142,  432 

Cattle  guards 269 

Chimnies,  boiler 551 


PAGE 

Close  board  fence 275 

Coaling  stations 472 

Cold  storage 415 

Concrete  — 

overhead  bridge 121 

pipe 139 

trestles 135 

Cost  of  — 

anchors,  rail 197 

ballast 242 

boilers 452 

buildings 24 

cast  iron  pipe 431 

cattle  guards 271 

chimnies,  boiler 551 

cleaning  ballast 248 

clearing 47 

coaling  stations 482 

cranes 389,  423 

cross  waving t  48 

crossovers 17, 122,  226,  286 

cribwalls 99 

culvert  numbers 300 

culverts . .  128,  138,  140,  142,  143, 
144,  145,  150,  162 

cut  spikes 198 

diamonds 235 

engine  houses 501 

equipment 51,  61 

fences 264 

fill  and  excavation ... .  55 

filled  viaducts 167 

gates  and  tower 296 

ice  houses 397 

locomotive  and  car  shops 573 

mail  cranes 424 

platforms 378 


575 


576 


INDEX. 


PAGE 

Cost  of  —  continued 

rail 188 

rail  anchors 197 

railroads 40 

railroad  shops 573 

retaining  walls 95 

roads  and  streets 59 

sheds,  freight 366 

steam  pumps 452 

steel  spans 103 

steel  viaduct 164 

storehouses 555 

street  bridges 109 

subways 33,  78 

switches 215 

switch  ties 17,228 

tie  plugs 253< 

ties 174 

tie  tamping 252 

track 14 

track  scales 394 

train  service 50 

treating  ties 182 

trestles 128 

tunnels 71 

turnouts 16,211 

turntables 545 

water  tanks 444 

wooden  bridges 116 

Crib  abutments 101 

Culverts.  .  137 


Dams 469 

Dead  load,  railway 105 

Deck  and  thro  trusses 104 

Deck  plate  girders 102 

Derails 230 

Diamonds 235 

Drain,  tile 49,  255 

Draw  bridges 104,  106 

E 

Estimating  prices  — 

concrete  culverts,  152,  153,  154, 155, 
157,    158,    159,    160,    161,    162 


PAGE 

Estimating  prices  — continued 

for  buildings 24,  25,  26 

pile  and  frame  trestles 128,  129 

pipe  culverts 137,  140 

spikes 199 

switches 215 

track  work  and  material ....        12 

weight,  steel  trestles 30 

Electric  light  standards 324 

Electric  motor  trucks 385 

Elevated  structure 163 

Elevation  posts 306 

Engine  houses 495 

Equating  track  values 257 

Equipment  rental 51 

Excavation,  cost  of 55 


Farm  crossing  gates 267 

Farm  crossings . 286 

Feet  — 

of  rail  into  tons 6 

in  decimals  of  a  mile 8 

Fences  — 

open 276 

portable 276 

snow 275 

wire 263 

Fill,  cost  of 55 

Flagman's  cabin 294 

Frame  stations 317 

Frame  trestles 126,  129 

Freight  scales 386 

Freight  sheds 361 

Freight  yard  cranes 390 

Frogs 219 

Fuel  stations .  .  472 


G 


Gates,  farm  crossing 267 

Grade  separation 52 

Grading 47 

Gravel  ballast  sections 243 

Gravity  retaining  walls 35 

Guards,  bridge  and  trestle 108 


INDEX. 


577 


PAGE 

H 

Half  deck  girders 102 

Haul 47 

Highway  bridges 34, 109 

Highway  crossing  alarm 290 

Holding  power  of  spikes 203,  204 

Houses  — 

bunk 352 

freight 361 

ice 396 

pump 465 

rest 350 

scale 395 

section 343 

station 311 

tool 339 

flowe  trusses 121 


Ice  houses 396 

Inbound  sheds 362 

Inspection  pits 528 

Interlockers 236 

Interlocking  towers 237 


Loading  platforms 383 

Locomotive  and  car  shops 562 

Log  cribs 100 

Log  station 314 

Life  — 

of  frogs 224 

of  ties 175 

Live  loads,  railway 104 

M 

Manganese  frogs 225 

Mechanical  coal  stations 478 

Mile  board 302 

Motor  and  hand  cars 259 

O 

Oil  and  storehouse 556 

Open  viaducts 163 

Ordinates  of  curves,  bridge 107 


PAGE 

Outbound  sheds 364 

Overhead  farm  crossings 287 


platforms 334,  376 

stations 311 

Paving , ...     381 

Picket  fence 277 

Pile  trestles 126, 128 

Piling -. .       48 

Pipe  culvert 49 

Platform  shelters 336 

Platforms,  freight 376,  381 

Point  switches 216 

Portable  scales 385 

Properties  of  frogs 220 

Properties  of  rail 4 

Public  road  crossings 288 

Pumps 449 


Rail 184,251 

Rail  anchors 196 

Rail  concrete  culverts 145 

Rail,  feet  into  tons 6 

Rail  joints 190 

Rail  joints  and  bolts 10 

Rail  loading  and  unloading. . . .     250 

Rail  properties 4 

Rail  rack  posts 306 

Rail  renewals 21 

Rail,  tons  into  track  miles 7 

Railway  bridges 29,  102 

Railway  crossing  signs 302 

Reballasting 247 

Reinforced  concrete  culverts. . .     150 

Rental  for  equipment 51,  61 

Rest  houses 350 

Retaining  walls  — 

gravity 35,  58,  95 

reinforced 36 

Right  of  way  fences 263 

Roadway,  widths  of 46 


578 


INDEX. 


PAGE 


s 


Safety  crossing  gates 291 

Sand  fences 275 

Sand  towers 481,  491 

Scales,  freight 385,  386 

Scales,  track 391 

Screw  spikes 200 

Section  forces 261 

Section  houses 343 

Section  post  sign 301 

Sheds,  freight 361 

Shelters 321,336 

Shops,  railroad 562 

Signs 286 

Smoke  jacks 509 

Snow  fences 275 

Snowplow  and  flanger  signs. .  .  .  300 

Snow  sheds 275 

Spikes 198 

Stand,  switch. 217 

Standpipes 461 

Station  buildings 311 

Station  canopies 335 

Station  mile  board 303 

Steam  shovelwork 56 

Steel  bumping  post 234 

Steel  tanks 446 

Steel  ties 182 

Stock  yards 419 

Stone  ballast 246 

Stone  box  culverts 144 

Stop  and  slow  post  signs 300 

Store  and  oil  houses 556 

Storehouses 553 

Street  grades 58 

Subways 76 

Subways,  weight  of  steel 34 

Surfacing 250 

Switches 215 

Switch  leads 213 

Switch  ties  — 

for  crossovers 23 

for  turnouts 22 

Switch  ties,  common 171 


PAGE 


Tables:    Rail   Dimensions  and 

Properties 4 

boring  tools 38,  39 

building  live  and  dead  loads .  27,  28 

cost  of  rail  and  arch  culverts  37 

crossovers 17 

elements  wooden  beams 32 

estimating  prices,  track  work  12 
estimating   prices   for  build- 
ings    26 

feet  in  decimals  of  a  mile. ...  8 

feet  of  rail  into  tons 6 

quantities,  bridge  abutments  84 

bridge  piers 86 

quantities,  gravity  retaining 

walls 35 

quantities,  reinforced  retain- 
ing walls 36 

rail  joints  and  bolts 10 

structural  material  and  esti- 
mates     24,  25 

switch  ties  for  turnouts 22 

tons  of  rail  into  track  miles. .  7 

track  material  per  100  feet .  .  20 

track  material  per  mile 20 

turnout  quantities 16,  18 

weight,  steel  work  on  subways  33 

steel,  highway  bridges 34 

weights,  railway  bridges 29 

steel  trestles 30 

wooden  trestles 31 

Tanks,  water 436 

Throwing  track 252 

Tie  plates 205 

Tie  plugs 253 

Ties. 171,172 

Tie  tamping 252 

Tile  drains 255 

Tile  pipe  culvert 138 

Tons  of  rail  into  track  miles ...  7 

Tool  equipment 258 

Tool  houses 339 

Tower  — 

crossing 295 


INDEX. 


579 


PAGE 

Tower  —  continued 

interlocking 236 

Track,  cost  above  subgrade..  . .  14 
Track  material  and  estimates. .  18 
Track  material  per  100  feet  and 

per  mile 20 

Track  depression 54,  55,  57 

Track  elevation 54,  57 

Tracklaying 49,  250 

Track  scales 391 

Track  signs 297 

Track  spikes 202 

Track  tanks 425 

Track  work  and  material  prices  12,  18 

Train  service 50 

Train  sheds 326 

Transfer,  platform 368 

Treated  ties 179 

Trestle  number 305 

Trestles,  steel 30 

Trestles,  wood 31,  126 

Trespass  sign 305 

Trucking,  cross 367 

Tunnels 62 

Turnouts 16,  208 

Turntables .  .  539 


PAGE 


U 


Unit  prices 45 

V 

Valuation  cost  of  railways 42 

Viaducts,  retaining  walls 167 

W 

Wagon  scales 388 

Watchman's  cabin 294,  360 

Water  stations 426 

Water  tanks 436 

Weeding  track 254 

Weight  — 

of  steel  railway  bridges 29 

of  steel  subways 33 

Whistle  post 202 

Wood  cattle  guards 271 

Wood  snow  fences 275 

Wooden  — 

trestles 31 

beams,  elements 32 

Wooden  bridges 121 

Y 

Yard  cranes 389 

Yard  stock..  421 


!_.-     1 

2  J47711 


